A study of freight movement Wisconsin Northwoods in counties near the US 8 highway corridor Freight Rail Market Study and of the potential for the region to increase its rail shipments September 2013
PICTURE
PICTURE Authors
Liat Bonneville Tom Frackleton Dennis Leong David Leucinger Tonia Rice Kathleen Spencer Dan Thyes
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Table of Contents
Acknowledgements ...... 5
Executive Summary ...... 7
Chapter 1: Introduction ...... 18
Chapter 2: Wisconsin’s Current Freight Rail Network ...... 19 Wisconsin’s Changing Economy and Infrastructure Needs ...... 23 Environmental and Economic Benefits of Using Rail ...... 24
Chapter 3: History of Rail in Wisconsin ...... 26 History of Rail in Northern Wisconsin: A Summary ...... 27
Chapter 4: Rail Transit Commissions and Rail Preservation ...... 33 Wisconsin Rail Assistance Programs ...... 36
Chapter 5: Northern Wisconsin Study Area Profile ...... 37 County Freight Profiles ...... 39 Identifying Rail Freight Stations ...... 41
Chapter 6: Surveying Northwoods Businesses ...... 43 Northwoods Rail Transit Commission Membership ...... 45 Survey Methodology: Development of the Mailing List ...... 47 Summary of Survey Results ...... 48
Chapter 7: Recommendations and Suggested Next Steps ...... 55
Related Web Sites ...... 57
Glossary...... 58
Appendix 1: History of Rail in Northern Wisconsin ...... A1-1
Appendix 2: County Freight Profiles ...... A2-1
Appendix 3: County Profiles ...... A3-1
Appendix 4: Instructions for Using the FRA’s Freight Station Mapping Tool ...... A4-1
Appendix 5: Complete Survey Results – Rail Users ...... A5-1
Appendix 6: Complete Survey Results – Businesses That Do Not Use Rail ...... A6-1
Notes ...... N1-1
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Tables
Table 1: Statewide Freight Profile ...... 19 Table 2: Top Wisconsin Commodities by Weight, Transported by Rail ...... 20 Table 3: Top Wisconsin Commodities by Value, Transported by Rail ...... 20 Table 4: Wisconsin Rail Transit Commissions ...... 34
Figures
Figure 1: Wisconsin Railroad System ...... 21 Figure 2: Wisconsin Rail Operation Status ...... 22 Figure 3: Wisconsin Rail Transit Commissions ...... 35 Figure 4: Study Area ...... 37 Figure 5: Locations of Businesses That Responded to the Survey ...... 48 Figure 6: Potential Use of Reactivated Rail Lines by Current Rail Users ...... 50 Figure 7: Potential Use of Reactivated Rail Lines by Businesses Not Currently Using Rail ...... 52 Figure 8: Location of Potential New Rail Users, If Lines Were Reactivated ...... 53
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Acknowledgements
This report is a product of the combined efforts of the Wisconsin Department of Transportation (WisDOT) and the Northwoods Rail Transit Commission (NRTC). WisDOT is grateful to the NRTC members and the economic development professionals from Barron, Florence, Forest, Langlade, Lincoln, Marinette, Oneida, Price, Rusk and Vilas counties for helping to develop and promote the business survey that serves as the foundation of this study. We also extend our thanks to the many businesses that chose to participate in the survey by providing us with their essential input and information for this research project.
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Executive Summary
This report was produced in response to an initiative that came out of Wisconsin’s first Governor’s Freight Industry Summit in November 2011. The event sought to obtain feedback from manufacturers and shippers from around the state, as to what they felt were their “most pressing freight transportation challenges.” One of the problems that many participants identified was inadequate rail service in northern Wisconsin.
Several segments of a rail line that stretches across northern Wisconsin – from the Minnesota border in the west to the Michigan border in the east – have had their service discontinued over the last 25 years. The majority of the deactivations occurred after 2001. The reduction in service left many counties with fewer options for shipping by rail; one county lost its rail access entirely. To address this, WisDOT proposed a study of the area to begin the process of determining whether this trend could be reversed.
Within the time period that this report was being developed (2012 – 2013), two inactive sections of the rail corridor being studied were put back into service. The rail segment between Poskin (in Barron County) and Ladysmith (in Rusk County) is now active. However, about half of the entire corridor remains without service.
As a first step in understanding the issues, WisDOT conducted a survey of businesses in the region to get a sense for what the current level of freight rail use was, and what the potential might be if the network regained its connectivity. The survey was offered to businesses within (and in some cases, near) 10 counties that are located along the rail corridor that roughly parallels US 8. Conducted in November/December 2012, the survey was reviewed and promoted by the newly-created Northwoods Rail Transit Commission, an organization formed to support rail service in northern Wisconsin and Michigan’s Upper Peninsula. This report provides the results of that survey.
In addition, a significant part of this study is devoted to examinations of the region’s commodity flows and freight profiles. Also included are discussions of Wisconsin’s rail transit commissions, rail history, and funding sources for rail development and preservation. Technical information about freight stations and the tools to locate them is provided as well.
Rounding out the report are sections on the benefits of rail transportation, recent trends affecting rail use, and suggestions for planning for the future of freight rail in northern Wisconsin.
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Wisconsin’s Rail History
Since 1847, railroads have played a key role in Wisconsin’s transportation system and economy. The state’s railroad network reached its height in 1920, at about 7,600 miles. However, the next decade saw rail abandonments begin to surpass new construction.
Fifty years later, rail’s future remained uncertain. Railroad companies across the country faced multiple challenges that were to take a toll: competition from other modes of transport, increased government regulation, and a recession, among others. Railroad bankruptcies and abandonments were frequent contributors to the industry’s instability in the 1970s. Wisconsin’s own rail history is interwoven with mergers, sell-offs and bankruptcies that occurred regularly.
Communities that sought to preserve rail service were aided in their efforts by several federal and state reform measures. The Federal Rail Passenger Service Act of 1971 created Amtrak, relieving the freight railroads from having to provide passenger service. The Federal Railroad Revitalization and Regulatory Reform Act of 1976 gave railroads some new options for setting rates. In 1977, Wisconsin created the Rail Corridor Preservation Program, a state-funded assistance program directed at preserving light-density lines by encouraging local rail operators to provide service.
New impacts to the rail network were to follow. The Staggers Railroad Act of 1980 brought major changes to how railroad companies were to do business. This federal action deregulated the industry, allowing for more competition but also relaxing the requirements necessary for abandonments. As a result, over 1,200 miles of Wisconsin’s rail network, as of 1980, were abandoned in the following nine years. This amounted to a 20 percent loss of rail line. In this same decade, short line and regional railroads became more involved with buying and leasing the systems that the larger railroads no longer served.
By the 1990s, the railroad industry had adjusted to the upheaval of the previous years and started to become profitable again.
Freight Rail in Wisconsin Today
Wisconsin’s freight rail network is a combination of active and inactive lines held in both private and public ownership. The 3,600 miles of active lines, located primarily in the southern two-thirds of the state, serve 82 percent of Wisconsin’s counties. In the northern part of the state, rail service has been sharply reduced from its former levels.
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The system also includes several former rail corridors that are being preserved for potential future transportation use, through rail banking arrangements where the track is usually left in place, or as interim recreational trails, where the track is usually removed.
Ten rail companies currently operate in Wisconsin: Burlington Northern-Santa Fe Railway Canadian National Railway Canadian Pacific Railway Escanaba & Lake Superior Railroad Progressive Rail Tomahawk Railway Union Pacific Railroad Wisconsin Great Northern Railroad Wisconsin & Southern Railroad
In 2011, over 518 million tons of freight moved into, out of, within or through Wisconsin. The freight’s value exceeded $530 billion. Of the total volume carried by all modes of transportation, 31 percent of the tonnage and 23 percent of the value was transported by rail.
By weight, the top five commodities moved by rail were coal (26.6 percent), chemicals or allied products (12.6 percent), farm products (9.7 percent), metallic ores (9.3 percent) and food or kindred products (6.8 percent). These five commodities made up 65 percent of the tonnage shipped by rail in 2011.
By value, the top five commodities moved by rail were miscellaneous mixed shipments (36.8 percent), chemicals or allied products (16.2 percent), transportation equipment (14.8 percent), pulp, paper or allied products (7.9 percent), and food or kindred products (5.1 percent). These five commodities amounted to 81 percent of the value shipped by rail in 2011.
Emerging Shifts in Transportation
Changes in a country’s economy sometimes require changes in its transportation system. The recent acceleration of the petroleum industry’s use of hydraulic fracturing (“fracking”) to extract oil and natural gas in the U.S. has translated into just such an equation for Wisconsin. Fracking provides both opportunities and challenges for Wisconsin’s economy and transportation infrastructure.
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This method of petroleum extraction requires large quantities of high-quality sand. Wisconsin has long been home to sand mining operations, but the number of its mines and processing facilities has increased dramatically in recent years, particularly in western Wisconsin.
Counties in northwestern Wisconsin are affected by these new trends. Their traditional economy is expanding to include new sand mines, and its transportation system is expanding to meet the mounting demand being placed on it. The region is experiencing new investment in rail lines and the reactivation of some of the idle segments.
The paper industry, however, has been contracting. In both historic and current terms it is a strong contributor to Wisconsin’s economy, but the consolidation of its facilities has resulted in a reduction in its need for rail transportation. Rail providers have responded by reducing their service overall, which affects other rail users.
The logging industry is one in which rail customers have been impacted by the reduction in rail service. Like the paper industry, logging is a traditional source of economic stability in northern Wisconsin. Loggers had more opportunity in the past than they do today, to transport forest products by rail. According to comments WisDOT received from the survey it conducted for this report, many loggers would like to see a return of freight rail to the Northwoods, as a complement to trucking.
The case for shipping by rail can be supported by its environmental and economic benefits. Rail’s ability to transport a ton of freight an average of 480 miles, on one gallon of fuel, makes it an attractive choice for moving certain high volume commodities. The same ton of freight shipped by truck, over the same distance, would require at least three times as much fuel.
An additional benefit is the reduced negative effect on the environment. The level of greenhouse gas emissions produced by freight trains is less than one-eighth of what is created by trucks, per ton of freight moved one mile. In addition, using the same measurement, the number of gallons of hazardous fluids spilled by rail carriers is less than half of what is spilled by the trucking industry.
Rail Preservation in Wisconsin
Beginning in the late 1970s and continuing into the next several decades, a collection of interconnected rail initiatives was put into place in Wisconsin.
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Communities concerned with the declining health of the rail industry formed rail transit commissions (RTCs) to help preserve service and influence its future. There are currently seven RTCs functioning in Wisconsin, and almost a third of the state’s counties belong to at least one. Many are located in the southern part of the state, where most of the rail lines are concentrated, but renewed interest in rail has prompted an increase in participation by many of the state’s northern counties.
An amendment in 1992 to Wisconsin’s constitution gave the RTCs a tool to increase their chance for success. The amendment granted permission for public funds to be spent on the purchase of rail infrastructure. Joint agreements between the RTCs and WisDOT enabled the RTCs, with combined state and local funding, to operate and manage portions of rail line. Service to these publicly-owned systems is provided by private railroad companies.
As a result of the partnerships between the state and the RTCs, Wisconsin has well over 500 miles of publicly-owned rail corridors, 80 percent of which provide rail service. The remainder serves as recreational trails or is being held in reserve for future rail use.
Additional tools exist in Wisconsin for supporting freight rail. WisDOT offers local governments and other organizations three programs that assist with rail projects:
Freight Railroad Preservation Program (FRPP) Provides grants for up to 80 percent of the cost of preservation and rehabilitation of rail lines
Transportation Economic Assistance (TEA) Program Provides grants for up to 50 percent of the costs of road, rail, harbor and airport projects that help attract new employers to Wisconsin, retain existing ones, and expand either new or existing businesses’ facilities in Wisconsin
Freight Railroad Infrastructure Improvement Program (FRIIP) Provides loans for up to 100 percent of the cost of various rail system improvements
Overview of the Study Area
The study area is comprised of the following 10 Wisconsin counties: Barron, Florence, Forest, Langlade, Lincoln, Marinette, Oneida, Price, Rusk and Vilas.
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From 1970 to 2010, the combined population of these 10 counties increased by about 26 percent, to nearly a quarter of a million people. The increase was just slightly lower than the state’s increase of 29 percent for the same time period. Vilas County experienced the greatest population increase by far, at 96 percent, followed by Oneida County’s 47 percent.
Like much of northern Wisconsin, the study area’s economy is based on tourism, forestry, mining, and manufacturing. There are over 400 manufacturing facilities in the study area, led by 91 in Barron County and 79 in Marinette County, and followed by the counties of Langlade, Lincoln and Oneida with an average of about 48 facilities each.
Inbound Freight In 2011, according to the figures reported by IHS/Global Insight’s Transearch freight database (Transearch), a total of about 7.9 million tons of freight was brought into the study area. Just over 7.2 million tons (almost 92 percent of the total) were shipped by truck, about 495,000 tons (6 percent) moved by rail, and about 165,000 tons (2 percent) were transported by water. A small amount was shipped by air.
The products with the highest tonnage shipped to the study area by truck were nonmetallic minerals, lumber or wood products, farm products, secondary traffic (commodities moving to and from warehouses and distribution centers), and food or kindred products. These products were shipped from counties within or near the study area, and from the Minneapolis, Minnesota region.
The majority of the products shipped to the study area by rail were coal, pulp or paper products, lumber or wood products, chemicals or allied products, and food or kindred products. Most of the products came from the Evansville, Indiana area, St. Louis County, Minnesota, and parts of British Columbia and Alberta, Canada.
The counties in the study area that received the most rail freight were Lincoln (over 183,000 tons), Marinette (nearly 137,000 tons), Oneida (over 75,000 tons) and Price (about 69,000 tons). The county that received the highest percentage of their freight by rail was Lincoln (17 percent of their total inbound freight).
Outbound Freight Just over 11 million tons of freight were shipped out of the study area in 2011, as reported by Transearch data. Nearly 10 million tons (almost 91 percent of the total) were transported by truck,
Wisconsin Northwoods Freight Rail Market Study Page 12 of 60 and just over 1 million tons (9 percent) were transported by rail. Most of the rest was shipped by water.
The top commodities shipped out of the study area by truck included nonmetallic minerals, farm products, lumber or wood products, and food or kindred products. They were shipped to other counties in Wisconsin and to Minnesota and Michigan.
Top commodities that were shipped out of the study area by rail included pulp or paper products, lumber or wood products, and clay/concrete/glass/stone. The majority was sent to other Wisconsin counties and to Indiana and Minnesota.
The counties in the study area that shipped out the most rail freight were Marinette (about 392,000 tons), Lincoln (over 350,000 tons), Price (nearly 175,000 tons) and Rusk (nearly 46,000 tons). The counties that sent out the highest percentages of their freight by rail were Lincoln, Price and Marinette (33 percent, 28 percent and 17 percent, respectively, of their total inbound freight).
Survey Development and Results
The formation of the Northwoods Rail Transit Commission occurred around the same time the state was putting a stronger emphasis on reviewing the condition of its freight transportation system. As part of this fresh focus, WisDOT planned a study of the freight market in northern Wisconsin, in the region surrounding the rail corridor that lies near US 8. The study would include a survey of businesses in the area, aimed at gauging their interest in freight rail.
With the commission’s help, WisDOT created a mailing list of businesses in the 10-county study area that might be good candidates for using rail to ship or receive freight. WisDOT mailed each of the 1,094 businesses on the list a set of two surveys – one for rail users and one for non-rail users – and the recipients were asked to complete the appropriate one. The respondents also had the option of completing the survey online. The surveys were mailed and returned during November and December of 2012.
WisDOT obtained a response rate of about 17 percent. Of the 190 completed surveys WisDOT received, 39 (20 percent) were from businesses that used rail, and 151 (80 percent) were from businesses that did not use rail. The businesses that responded were scattered in a fairly equal distribution pattern across the study area.
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The majority of the survey questions were identical for both the businesses that used rail and those that didn’t. To obtain blank copies of the survey documents, please contact WisDOT at the address shown on the back page of this report.
Below is a summary of the responses received from all of the businesses that returned a survey. The results for most of the survey questions are shown here; a full review of all of the questions can be found in the appendices section of this report.
Commodities – Rail Users The major commodity types, both inbound and outbound, were lumber/wood products, followed by pulp/paper products.
Commodities – Non-Users The major inbound commodity type was lumber/wood products, followed by primary metal products and then machinery. The major outbound commodity type was also lumber/wood products, followed by machinery and then transportation equipment.
Shipping modes – Rail Users The businesses that use rail also receive freight by truck. All but three of them receive more freight by truck than by rail, and more than half receive at least 90 percent by truck. A few businesses also receive some of their freight by water and/or air.
More than three-fourths of the rail users ship at least 90 percent of their outbound freight by truck. All but two ship more freight by truck than by rail. A few businesses also use water and/or air for shipping their outbound freight.
Shipping modes – Non-Users All but 23 of the respondents that do not use rail ship or receive freight entirely by truck. The rest of the businesses also use water and/or air to ship or receive freight.
Origins and destinations – Rail Users The businesses that utilize rail ship and receive freight all over the United States and Canada. Wisconsin is the most common origin and destination. Michigan, Minnesota and Illinois are also major trading partners. Ontario and Quebec are the most common Canadian trading partners.
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Origins and destinations – Non-Users In addition to other counties in Wisconsin, the major trading partners are the border states of Minnesota, Michigan and Illinois. Ontario, British Columbia and Quebec are the most common origins or destinations in Canada.
Reasons for using rail – Rail Users The most common answer was that rail is cheaper than other modes. The efficiency and convenience of rail were also cited.
Reasons for NOT using rail – Non-Users The most common answer was that service is not offered. The other most common responses were: their freight is not typically shipped by rail; rail is less convenient; and they do not have enough volume.
Potential use of out-of-service rail lines – Rail Users Sixteen current rail users would be interested in utilizing currently-inactive rail lines if they were put back into service; 17 were unsure. As for what improvements may be needed to take advantage of these lines, the most common responses were the replacement or improvement of sidings or spurs.
Potential use of out-of-service rail lines – Non-Users Forty-three businesses that currently do not use rail would be interested in utilizing currently-inactive rail lines if they were put back into service. As for what improvements may be needed to take advantage of these lines, the most common responses were the replacement or improvement of sidings or spurs. The businesses that said they would consider becoming new users were scattered in a fairly equal distribution pattern along the US 8 highway corridor.
Potential increases in rail shipments with improved service – Rail Users Sixteen current rail users said they would ship or receive additional volume if there were improvements in rail service. These improvements include access, timing, reliability, and the number of rail cars.
Potential rail shipments from interested businesses – Non-Users By analyzing the commodities shipped and received by the 43 businesses that stated they would be interested in using rail, WisDOT estimated the potential freight volume that those businesses could ship by rail rather than by truck. Potentially, an additional 2,300 carloads could be shipped by rail to
Wisconsin Northwoods Freight Rail Market Study Page 15 of 60 the study area annually, and another 4,800 carloads could be shipped out of the study area each year. These estimates are based on the amount of rail-related commodities that were shipped or received in 2011, according to the Transearch database. Almost all of this potential rail freight is logs, pulpwood and lumber.
Impact of losing rail service – Rail Users The most common reason rail users gave for what the effect would be if existing rail lines were no longer served by a railroad was that shipping costs would increase. Other potential impacts included less revenue and less volume. Nine businesses predicted no significant effect.
Impact of having rail service become available – Non-Users When asked what the effect would be if rail service became available to them, the most common response businesses gave was that there would be no significant effect. Other frequent responses were that gaining rail service would decrease their shipping costs, and their volume of freight shipped would increase.
Interest in a transload or intermodal facility – Rail Users Fourteen current rail users would like a transload facility, and 12 said they would be interested in an intermodal facility. Suggested locations varied from areas near their businesses, to larger transportation hubs such as Wausau, Superior, Milwaukee and Chicago.
Interest in a transload or intermodal facility – Non-Users Thirty-seven businesses that do not currently use rail would like a transload facility, and 33 said they would be interested in an intermodal facility. Suggested locations varied throughout northern Wisconsin and the Upper Peninsula of Michigan. The most common suggestions for the location of a transload facility were Rice Lake and Crandon.
Additional topics The respondents were also asked several open-ended questions, primarily aimed at their opinions and experiences. A complete list of their quoted statements can be found in the appendices section of this report.
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Suggested Next Steps
Because this east/west rail corridor functions as a link to other rail corridors in and beyond the state, research into freight profiles and commodity flows should be expanded to include the counties lying north of the study area. This would present a broader view of the region as a whole and may explain how it fits into the rail network nationwide.
Industrial activities that are currently underway, such as the development of an iron mine in Iron and Ashland counties, will have an impact on northern Wisconsin’s transportation needs and should be evaluated for how they may affect freight rail in particular.
Northern Wisconsin’s county leaders should develop a comprehensive record of the rail facilities in their area, which would include the location, condition and capabilities of the rail spurs, sidings and transload yards in their jurisdiction, whether public or private.
The counties should share and compare this information, with the goal of creating a regional image of their operational abilities. The discussion should include an evaluation of where rail-related improvements could be made to benefit the entire region.
The Northwoods Rail Transit Commission could play a leadership role in this process.
An economic analysis of the region is warranted, specifically targeting rail users and their impact on the economy. The picture that is developed from this analysis would help clarify freight rail’s role in the region. This, in turn, may supply the information necessary to pursue funding for improving the rail system’s infrastructure or for obtaining expanded service.
Most importantly, continued outreach efforts to the potential rail users identified in this report is also recommended, to estimate what types and volumes of freight they might ship by rail. Outreach should also include an ongoing conversation with operating railroads about the possibilities for increasing service. Contact with railroad companies interested in acquiring trackage rights and/or providing rail service to the area is also strongly encouraged.
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Chapter 1: Introduction
During the 2011 Governor’s Freight Summit, Wisconsin shippers and manufacturers expressed concerns about the lack of rail service in the northern part of the state. As a result, WisDOT made plans to study the area. In addition, in 2012, nine northern Wisconsin counties joined together to form the Northwoods Rail Transit Commission to work together to restore and improve rail service in northern Wisconsin.
As part of its research, WisDOT evaluated freight rail activity in northern Wisconsin, focusing on the rail line running between the communities of Almena and Pembine. This segment was operated by Canadian National Railway, a Class I railroad. At that time, a large majority of the rail line was out of service. (Two sections on the west end have since been reactivated, but about half of the total length still remains without service.) The rail corridor was analyzed with respect to the type, tonnage and value of commodities transported both to and from the study area counties. Freight tonnage and value analysis is also provided for the entire state of Wisconsin.
WisDOT also explored businesses’ shipping operations and their dependence on rail. Selected companies were surveyed on whether they use rail, the type and volume of products shipped to and from their facilities, and the other types of transportation modes used to move their products. Respondents also provided comments about their impressions of freight rail. They offered recommendations to WisDOT regarding transportation infrastructure improvements needed to better utilize rail in their community and in northern Wisconsin in general.
The results of this report have been shared with the commission and local economic development professionals with the goal of restoring out-of-service rail lines, supporting and promoting a healthy railroad network and growing northern Wisconsin’s economy.
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Chapter 2: Wisconsin’s Current Freight Rail Network
Wisconsin’s rail system consists of a network of mainlines, branches, industrial leads, spurs, rail yards and terminals. Currently, active rail lines total over 3,600 track miles and serve 59 of Wisconsin’s 72 counties. This represents about 2 percent of the nation’s rail network. The state’s rail network also includes inactive lines still in private rail company ownership, and former rail corridors that have been preserved for possible future transportation use. These corridors are protected under rail banking agreements or are currently being used as trails under the protections of the National Trails System Act.
Over 518 million tons of freight moved to, from, within or through Wisconsin in 2011.1 Rail transported 31 percent (162 million tons) of the total freight tonnage and 23 percent (over $122 billion) of the total freight value.2 See Table 1 for details about the statewide modal breakdown.
Table 1: Statewide Freight Profile Wisconsin freight shipments by tonnage , 2011 (all modes) Outbound Inbound Within State Overhead TOTAL
Rail 15,190,084 60,778,026 2,959,120 82,890,539 161,817,769
Truck 100,928,873 75,544,535 100,602,278 40,651,214 317,726,901
Water 29,342,788 7,449,605 395,851 - 37,188,244
Air 20,805 15,113 372 - 36,290
Other 14,182 16,040 - 1,484,204 1,514,427
TOTAL 145,496,734 143,803,320 103,957,621 125,025,957 518,283,631
Source: IHS/Global Insight, Transearch freight database 2011
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The major commodities transported by rail in 2011 included coal, chemical products, farm products, metallic ores, food products, pulp/paper, and lumber/wood. Tables 2 and 3 provide additional detail on rail commodity movement.
Table 2: Top Wisconsin Commodities by Weight, Transported by Rail Commodity Tons % of Total Coal 43,122,984 26.6% Chemicals or Allied Products 20,331,774 12.6% Farm Products 15,663,447 9.7% Metallic Ores 15,127,352 9.3% Food or Kindred Products 11,016,552 6.8% Nonmetallic Minerals 10,922,123 6.7% Misc Mixed Shipments 9,573,480 5.9% Pulp, Paper or Allied Products 7,836,160 4.8% Lumber or Wood Products 7,213,496 4.5% Clay, Concrete, Glass or Stone 5,557,904 3.4%
All other 15,452,497 9.5%
Total 161,817,769 100.0 %
Source: IHS/Global Insight, Transearch freight database 2011
Table 3: Top Wisconsin Commodities by Value, Transported by Rail
Commodity Dollars % of Total Misc Mixed Shipments $ 44,737,818,029 36.8% Chemicals or Allied Products $ 19,643,302,029 16.2% Transportation Equipment $ 18,007,112,483 14.8% Pulp,paper or Allied Products $ 9,593,000,474 7.9% Food or Kindred Products $ 6,255,223,961 5.1% Primary Metal Products $ 5,163,642,587 4.2% Petroleum or Coal Products $ 3,438,588,151 2.8% Farm Products $ 3,242,114,200 2.7% Machinery $ 2,008,894,396 1.7% Lumber or Wood Products $ 1,644,466,007 1.4%
All other $ 7,882,825,816 6.5%
Total $ 121,616,988,133 100.0%
Source: IHS/Global Insight, Transearch freight database 2011
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The map below shows Wisconsin’s railroad system and the principal operators of each route. Operators are not the owners in all cases. The routes operated by the WGN are state-owned lines, as are most of the routes operated by the WSOR.
Figure 1: Wisconsin Railroad System
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The map below shows the operation status of Wisconsin’s rail lines. WisDOT maintains a database illustrating the rail lines that are in operation and the rail lines that are currently out of service.
Figure 2: Wisconsin Rail Operation Status
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Wisconsin’s Changing Economy and Infrastructure Needs
County roads, state and federal highways, and freight rail systems provide the means to transport raw and processed goods throughout Wisconsin and to other states and countries. Changes in the economy and increased demand for certain commodities translate into changing demands on the state’s transportation infrastructure network.
Northern Wisconsin’s economy relies on tourism, forestry, the paper industry, manufacturing and nonmetallic mining. Most recently, “frac sand” mining has received a lot of attention in the state because of the increasing demand for silica sand used to extract natural gas and oil from the nation’s shale reserves. In a recent report by the Wisconsin Department of Natural Resources, Silica Sand Mining in Wisconsin, January 2012,3 the demand for the sand has increased exponentially in the past two to three years. Wisconsin has approximately 60 mining operations involved in extraction of frac sand and approximately 30 processing facilities operating or under construction.4 Even though sand and gravel have been extracted in Wisconsin in the past, the increase in demand for frac sand has increased the demand for freight infrastructure in the central and western counties.
Hydraulic fracturing (“fracking”) extracts natural gas or petroleum from deposits in sedimentary rock known as oil shale. The process pumps a pressurized mixture of sand, water and chemicals deep into the underground shale formations, fracturing them. The resulting fissures are held open by the sand particles, so the oil or gas can flow up the well. The procedure requires sand that has a high quartz (silica) content and well-rounded grains. Wisconsin’s mines produce some of the highest quality frac sand in the country.
One method of collecting the sand is to strip surface land and then sift out the unwanted materials. The sand is washed, sorted and dried onsite before being transported to a processing and packaging facility.5 The dry sand weighs about 100 pounds per cubic foot.
When Texas-based Superior Silica Sands Corporation (Superior Silica) expanded their sand mining operations to Barron County, they also established a processing facility just west of the city of Barron. Sand excavated from other parts of the county was trucked to the plant, but rail transportation for shipping out the finished product proved to be a challenge. The rail lines between Barron and points east and south – where the sand needed to be shipped – were active, but the segment linking the Superior Silica facility with the city was not.
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To address this, Canadian National Railway (CN) and Superior Silica financed the rehabilitation of that rail segment, so the frac sand could be sent to natural gas fields in North Dakota, Texas and Pennsylvania. This improvement facilitated the movement of industrial sand from Wisconsin to other regions in an efficient, cost effective way that minimized damage to roads and reinvigorated freight rail transportation. According to a report by financial consulting firm Raymond James from September 14, 2012, it is estimated that sand producers can save as much as $10 per ton by shipping sand products by rail.6
Recent plant closings and lay-offs in the paper and packaging industry have also diminished the need for rail service in northern Wisconsin. Large paper mills receive a significant volume of raw wood and pulp and ship out finished paper and packaging products by rail cars. When the need for freight rail diminishes, the level of existing rail service disappears. The result is that the remaining industries that depend on rail must switch to trucks to transport freight, which may be more expensive.
The logging industry in northern Wisconsin has also used freight rail to transport forest products to other parts of the state and country. As rail service diminished, loggers relied more on trucks to haul their freight. With the fluctuation of gas and diesel prices, trucking can be a costly option for logging companies.
Environmental and Economic Benefits of Using Rail
Rail service provides a low cost transportation alternative for high volume, lower value commodities that are essential to many of Wisconsin’s manufacturing industries.
Both rail freight and passenger service provide an energy efficient and environmentally friendly way to move goods and people. One gallon of fuel transports an average of 480 ton-miles, over three times the distance that can be transported by truck (155 miles).7
A joint study by the Texas Transportation Institute and the National Waterways Foundation also measured 2001-2009 levels of emissions (greenhouse gases), fatalities, injuries and large hazardous spills across transportation modes. Greenhouse gas (GHG) levels generated by trucks were eight times higher than by rail (21.13 versus 171.83 tons of GHG per million ton-miles). The number of fatalities was seven times higher for truck-transported freight than rail-transported freight (132 versus 18.1 fatalities per million ton miles). The ratio of injuries was over 16 times higher for trucks (1,609.6 versus 95.3 per million ton-miles traveled). Finally, there were fewer than half the
Wisconsin Northwoods Freight Rail Market Study Page 24 of 60 gallons of large hazardous spills of freight transported by rail than by truck (4.89 gallons spilled per million haz-mat ton miles versus 10.41 gallons).8
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Chapter 3: History of Rail in Wisconsin
Railroads have been an integral part of Wisconsin’s transportation system and economy since 1847. Wisconsin’s railroad network peaked around 1920 at about 7,600 miles. From 1920 to 1929, abandonments exceeded new construction, and this pattern continued and accelerated for the remainder of the Twentieth Century.
The 1970s proved especially difficult for the railroad industry nationally and in Wisconsin. Intermodal competition, economic regulation, the energy crisis and a recession all contributed to the distress of the railroad industry. Increased regulation by the federal government contributed to many distortions in the freight rail industry: pricing did not reflect costs, unprofitable lines remained in service, and competition was restricted. Rail company bankruptcies and abandonments were common throughout the United States in the 1970s. Particularly detrimental to the state economy was the 1977 bankruptcy of the Milwaukee Road system, one of the state’s historically dominant railroads.
The difficulties encountered by the railroad industry in the 1960s and 1970s prompted public initiatives designed to preserve rail service to the communities affected by the rail abandonments. The first such national initiative was the Federal Rail Passenger Service Act of 1971. This act created Amtrak and relieved the freight railroads from the responsibility of providing passenger rail services. Another initiative was the creation of the Federal Railroad Revitalization and Regulatory Reform Act of 1976 that gave railroads some new flexibility in setting rates. Meanwhile in Wisconsin, state rail assistance programs designed to preserve light density lines were created. In 1977, the state legislature created the Rail Corridor Preservation Program, a state-funded assistance program. The program’s goal was to help communities and shippers preserve rail service through development of locally-based freight rail operators. The program:
Allowed WisDOT to exercise its “first right of acquisition” for purchase of abandoned rail rights of way Allowed WisDOT to direct funds to local governments for rail infrastructure improvements and operating subsidies Provided the state the ability to preserve unused rail corridors for future use
Major changes in the federal regulation of the railroad industry came in 1980. The Staggers Railroad Act provided widespread deregulation in the railroad industry. While the legislation allowed for more market-oriented competition in the freight industry, it also allowed for easier abandonment of lines and led to significant changes among carriers. These changes were manifested in Wisconsin, as
Wisconsin Northwoods Freight Rail Market Study Page 26 of 60 sales and abandonments of lines were widespread. More than 1,200 route miles were permanently abandoned in Wisconsin from 1980 to 1989. This represented about 20 percent of the state’s 1980 existing rail network.
The 1980s saw smaller railroads in Wisconsin have a larger impact on the freight rail industry. Short line and regional railroads bought and leased light density lines and systems that the larger railroads abandoned. In Wisconsin, about 600 miles of track were purchased by the public sector and leased to newly-created short line carriers.
In the 1990s, the railroad industry continued to adjust to the structural changes of the previous decades. The industry stabilized, began showing profits, and won back some of the freight market that had been lost to trucks.
History of Rail in Northern Wisconsin: A Summary
The history of rail service throughout northern Wisconsin has included operations that serve customers within the state, as well as overhead transportation (serving customers with both origins and destinations outside of the state). Virtually all of the development and construction of the rail corridors currently in existence occurred in the 45-year period from the end of the Civil War (1865) through 1910.
Most of the corridors across the region were north-south, including the current dominant corridor for overhead traffic – the Canadian National route between Duluth/Superior and Chicago. While timber and ore shipments were critical for the north-south lines, the region’s development was catalyzed and sustained by a west-east overhead corridor – the initial Soo Line corridor between Minneapolis/St. Paul and Sault Ste. Marie, Michigan/Ontario.
Of note, Canadian rail companies (Canadian Pacific and Canadian National) have played major roles in the development and use of rail lines across northern Wisconsin. The following summaries cover the development and retrenchment of the three dominant rail companies across the study area during the late Nineteenth Century and Twentieth Century. A more detailed history (including discussion of short lines) can be found in Appendix 1.
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THE SOO LINE The most extensive and important historic rail system across northern Wisconsin was the Soo Line – which, in operational structure, was an affiliation of two rail companies brought together (along with a third company) by merger in 1961.
The dominant company was the Minneapolis, St. Paul, and Sault Ste. Marie (MStP&SSM). The company was formed to bypass costly and time-consuming shipping routes through Chicago. By 1888, the MStP&SSM had completed the line from St. Paul to Sault Ste. Marie – through the Wisconsin communities of Amery, Barron, Cameron, Ladysmith, Prentice, Rhinelander and Pembine. The cost of construction and service for this corridor compelled the MStP&SSM management to give controlling interest of the company to the Canadian Pacific Railway (CP) later that year.9
Eventually, many north-south rail lines would cross and/or interchange with the MStP&SSM along this corridor, pieces of which remain intact. This corridor transects most of the counties within the study area. Other later extensions by the MStP&SSM included a corridor from Dresser north to Duluth, and a line from Argonne south (through Crandon, White Lake, Shawano and Black Creek) to Appleton.10 Timber, pulpwood and paper products were important commodities11, with ore, agricultural products and manufactured items also providing substantial revenue12.
In 1908, the MStP&SSM took control of another important railroad in the development of northern Wisconsin: the Wisconsin Central (WC – not to be confused with the later Wisconsin Central, Limited). Soon, both companies were using the “Soo Line” moniker13.
One of WC’s predecessors was awarded the land grant to build a rail line between Stevens Point and Superior. Under WC, the first major segment completed (in 1871) was between Menasha and Stevens Point (through Waupaca); from there, the line was built to Ashland by 1877 (through Marshfield, Medford, Phillips, Park Falls and Mellen). A line to St. Paul (via Owen, Chippewa Falls and New Richmond) was completed in 188414. Shortly before falling under control of the MStP&SSM in 1908, WC finished its line from Spencer to Superior via Owen, Ladysmith and Gordon. Lumber and iron ore provided large volumes of revenue in the early years15; by the 1900s, that had shifted to coal, pulpwood/paper,and grain/flour. By 1958, manufacturing had taken prominence, with 55 percent of WC revenues coming from manufactured and miscellaneous commodities16.
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In 1961, the MStP&SSM formally merged with WC and a smaller line, the Duluth, South Shore, and Atlantic (DSS&A). The DSS&A’s presence in Wisconsin was limited, serving mostly the mining areas in Iron and Ashland counties. Manufactured goods, miscellaneous commodities, forest products, and ores were key revenue sources17.
Following the merger, the new Soo Line was sustained by grain shipments from its system west of Minneapolis and from overhead traffic provided by CP18. In 1985, the Soo acquired several former Milwaukee Road assets, including the central Wisconsin line from New Lisbon to Heafford Junction and the main line from Chicago to the Twin Cities via Milwaukee, Portage, Tomah and La Crosse19. Two years later, in 1987, the Soo then divested itself of all its heritage lines (briefly classified as the Lake State Division) and some of the Milwaukee Road’s low-density lines, selling them to Wisconsin Central, Limited (WCL)20. Ultimately, Soo retained only the Chicago – Twin Cities main line and a spur from Portage to Madison. In 1992, the Soo’s remaining shares were acquired by Canadian Pacific to be fully integrated into the CP rail system21.
The former Lake States Division became the initial system for WCL. Pulp and paper products, lumber and wood products, and clay/glass/stone comprised more than half of its commodity volume at its inception22. A 1991 study noted that 60 percent of WCL car loadings were related to the paper industry23.
In the early 1990s, WCL went through a phase of expansion. The company purchased Soo Line’s Ladysmith – Superior and C&NW’s Cameron – Superior lines, giving WCL a corridor from Superior to Chicago. WCL also acquired the former C&NW line from Green Bay to Ishpeming, Michigan via Marinette and Escanaba. In 1993, WCL acquired the Green Bay & Western (GB&W) and the Fox River Valley (FRV) Railroad. The GB&W was a long-standing bridge line between the Mississippi River and Lake Michigan; the end of rail ferry service lessened its value. The briefly-lived FRV was comprised of former C&NW lines from Menasha to Manitowoc and Menasha to Milwaukee via Fond du Lac24.
Through the 1990s, Canadian National (CN) became increasingly reliant on WCL as a bridge line between Superior and Chicago, under a 1996 partnership between CN, WCL and CSX for a transcontinental intermodal shipping corridor25. The link became even more crucial in 1998, when CN acquired Illinois Central, providing CN with direct access to ports along the Gulf of Mexico26. In 2001, WCL was acquired by CN for $800 million, plus assumption of $400 million in WCL debt27.
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Subsequently, WCL/CN began paring back the system. The largest piece to go through formal Surface Transportation Board (STB) abandonment was from Shawano to Crandon; however, WCL/CN also withdrew service from Prentice west to Ladysmith (prior to 2008)28 and from Rhinelander east to Goodman (between 2008 and 2012). A segment that had its service discontinued between Ladysmith and Almena was returned to service in 2012 as the exponential growth of frac sand mining generated sufficient revenue to restore service29.
CHICAGO & NORTHWESTERN The story of the Chicago & North Western (C&NW) is one of two semi-separate companies across northern Wisconsin. In the northeastern part of the state, the ‘parent’ C&NW had extensive coverage, developed between 1875 and 1910. A significant portion of this trackage was acquired in the 1893 merger/acquisition of the Milwaukee, Lake Shore, & Western. At its peak, C&NW operated three north-south corridors across northern Wisconsin:
Green Bay – Marinette (and Michigan’s Upper Peninsula) Green Bay – Iron River, Michigan (via Gillett and Laona) Oshkosh – Watersmeet, Michigan (via Eland, Antigo and Eagle River), and to Ashland (via Eland, Antigo, Monico, Rhinelander, Woodruff and Hurley)
The C&NW also operated along two east-west corridors in the region:
Green Bay to Marshfield (via Shawano and Wausau) Along the Michigan – Wisconsin state line from Iron Mountain, Michigan to Ashland (via Iron River, Michigan and Ironwood, Michigan/Hurley, Wisconsin)30
Metallic ores, timber and pulpwood were the major commodities hauled on these corridors31. Most of these rail lines were sold off or abandoned from the 1960s through the 1980s. A portion of the Laona line was operated (unsuccessfully) as a short line in the 1980s and early 1990s32. Of all these lines, only the line between Green Bay and Marinette (now owned by Canadian National) remains in operation.
In west central and northwestern Wisconsin, the Chicago, St. Paul, Minneapolis, and Omaha (CStPM&O, known otherwise as the Omaha Road) was a sister company to the C&NW. The Omaha’s ownership was under control of the C&NW from the 1880s onward, but operations had
Wisconsin Northwoods Freight Rail Market Study Page 30 of 60 substantial autonomy. The C&NW purchased the Omaha in 1957 and formally merged the company into C&NW in 197233.
The Omaha’s geographic presence across northwestern Wisconsin was that of an “X” centered at Spooner, with end points at Superior, Bayfield/Ashland, Eau Claire and Hudson. The Omaha also operated a branch from Tuscobia (near Rice Lake) through Birchwood to Park Falls34. Timber35 and agricultural products36 were the major commodities of the Omaha in Wisconsin. Following the C&NW purchase, the Omaha’s lines were pared back in the 1960s and 1970s through sale and abandonment. By the time the C&NW was sold to Union Pacific (UP) in 1995, it was a much smaller system than had existed three decades earlier37.
The legacy segments of the Omaha include a segment from Spooner to Hayward Junction operated by Wisconsin Great Northern, while CN has a spur to Hayward. UP has leased the Cameron to Chippewa Falls segment to Progressive Rail (operating as Wisconsin Northern). UP operates over former C&NW lines from St. Paul to Milwaukee via Hudson, Eau Claire (with a branch to Chippewa Falls), Merrillan, Wyeville and Adams38. UP also has trackage rights on CN from Necedah through Wisconsin Rapids and Junction City to Duluth39.
THE MILWAUKEE ROAD The other major north-south railroad company across northern Wisconsin was the Chicago, Milwaukee, St. Paul, & Pacific, better known as The Milwaukee Road. While the system was more active in southern Wisconsin, the Milwaukee had two corridors into northern Wisconsin:
Green Bay – Channing, Michigan (and other cities in Michigan’s Upper Peninsula, via Crivitz, Wausaukee and Iron Mountain, including a branch from Crivitz to Marinette) Tomah (and later, New Lisbon) to Minocqua and points north (via Babcock, Wisconsin Rapids, Wausau, Merrill and Tomahawk); this corridor had extensive branch lines prior to World War II
A third Milwaukee line into the region was a spur off the La Crosse – St. Paul main line from Wabasha, Minnesota to Eau Claire (via Durand, with a spur to Menomonie). All of these corridors were constructed between the 1870s and 1900s40. Ores and timber were frequent cargos for the line north of Green Bay; the central Wisconsin line carried timber, pulpwood, and paper products, while the Eau Claire line transported agricultural products.
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Although the Milwaukee Road was restructured in a 1925 bankruptcy, its extensive system (which was the country’s last transcontinental railroad to be completed) proved to be too expensive to maintain after World War II. Repeated sales and abandonments of low-volume lines failed to bring solvency. In 1977, the Milwaukee went into reorganization under bankruptcy41.
The line from Eau Claire to Wabasha was briefly operated as a short line but ceased operation in 1981 due to structural concerns over a bridge in Eau Claire and lack of traffic42. The line from Green Bay north to Channing, Michigan, with a branch to Marinette, was sold to the Escanaba and Lake Superior (E&LS) in 1980. It remains in operation, hauling wood and paper products, canned goods, steel and agricultural items43.
The central Wisconsin line was acquired, along with many other lines, by the Soo Line in 198544. In turn, Soo sold off this corridor (along with much of its historic northern Wisconsin lines) to startup Wisconsin Central, Limited (WCL) in 198745. WCL was sold to Canadian National in 200146. The line from New Lisbon (through Wisconsin Rapids, Wausau, Merrill and Tomahawk) to Heafford Junction remains in operation under CN47.
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Chapter 4: Rail Transit Commissions and Rail Preservation
Wisconsin’s efforts to preserve freight rail service began with the passage of an amendment to the state constitution in 1992 that allowed state dollars to be used to purchase rail infrastructure. Rail Transit Commissions (RTCs) have been created to help preserve rail service or the potential for rail service, and to influence policies on the future use of rail corridors if rail service is discontinued. Grant agreements between WisDOT and the RTCs determine how the lines can be used. Much of the responsibility for operations and management is transferred to the RTCs which, in turn, contract with private railroads for service.
Wisconsin has approximately 562 miles of publicly-owned rail corridors that are jointly owned by the state and seven RTCs. Currently, 451 of these miles have rail service. About 90 miles are recreational trails, and 21 miles are banked for future rail use. See Table 4 for a list of RTCs and their member counties and Figure 3 for a map of their locations.
Rail Transit Commissions are staffed by their member municipalities and, in some cases, by regional planning commission staff. Their respective level of activity and scope of efforts vary significantly. The commissions continue to be important partners with WisDOT in preserving rail service. In this partnership arrangement, WisDOT provides resources, information, staff support, general oversight, and funding. The commissions provide project management, matching funds, and coordination with shippers, freight rail operators and local governments.
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Table 4: Wisconsin Rail Transit Commissions
Name Created Counties Purpose
Winnebago East Wisconsin Dodge Manages 150 miles of track in Late Counties Rail Green Lake cooperation with Wisconsin & 1970s Consortium Washington Southern Railroad (WSOR) Fond du Lac
Manages 34 miles of track Rock between Monroe and Janesville, Pecatonica Rail Transit Iowa 1978 as well as a recreational trail Commission Green between Monroe and Mineral Lafayette Point
South Central Dane Manages 59 miles of rail corridor Wisconsin Rail Transit 1978 Green that is currently a recreational trail Commission
Crawford Dane Grant Largest and most active Wisconsin River Rail Iowa commission manages 254 miles of 1980 Transit Commission Rock track; contracts with WSOR to Sauk provide service over its network Walworth Waukesha
Created to work with Union Pacific Pink Lady Rail Transit Railroad, communities, and 1988 Sauk Commission shippers to maintain area rail service
Manages 18 miles of rail line and Washburn County Rail currently has an operating 1998 Washburn Transit Commission agreement with the Wisconsin Great Northern Railroad
Ashland Florence Forest Organized to negotiate on behalf Langlade of its counties and take actions Northwoods Rail Lincoln designed to improve local rail 2012 Transit Commission Marinette service for the communities of Oneida northern Wisconsin and the Upper Price Peninsula of Michigan Rusk Vilas
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Figure 3: Wisconsin Rail Transit Commissions
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Wisconsin Rail Assistance Programs
WisDOT currently has three local government rail assistance programs: the Freight Railroad Infrastructure Improvement Program (FRIIP), the Freight Railroad Preservation Program (FRPP) and the Transportation Economic Assistance (TEA) Program. The FRIIP offers loans to enable the state to encourage a broader array of improvements to the rail system, particularly on privately-owned lines. It also provides funding for other rail-related projects such as loading and transload facilities. The FRPP provides grants to local units of government, industries and railroads for the purpose of preserving essential rail lines and rehabilitating them following purchase. Since 1992, $118.1 million in FRIIP loans have been awarded, and, since 1980, $160.8 million in grants have been awarded through the FRPP program.
The FRIIP provides loans for up to 100 percent of the cost of rail projects that: Connect an industry to the national railroad system Make improvements to enhance transportation efficiency, safety and intermodal freight movement Accomplish line rehabilitation Develop the economy
The FRPP provides grants for up to 80 percent of the cost: To purchase abandoned rail lines in an effort to continue freight service or for the preservation of the opportunity for future rail service To rehabilitate facilities, such as tracks or bridges, on publicly-owned rail lines
A third WisDOT funding source, the Transportation Economic Assistance (TEA) program, also assists with rail-related projects. The TEA program provides grants to governing bodies, private businesses, and consortiums for up to 50 percent of the costs of road, rail, harbor and airport projects that help attract employers to Wisconsin or encourage business and industry to remain and expand in the state.
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Chapter 5: Northern Wisconsin Study Area Profile
Nearly 250,000 people live in the 10 counties in the study area, a 26 percent increase since 1970. The median household income for these counties was $41,809 in 2007-2011, below Wisconsin’s median household income of $52,374 for the same time period.48 There are over 23,000 non-farm business establishments in the study area and over 400 manufacturing facilities.49
Figure 4: Study Area
These 10 counties represent diverse populations and industries. While northern Wisconsin may be known for tourism, forestry and mining, the region’s economy is also made up of a variety of manufacturing-related industries that rely on an efficient freight infrastructure system to transport their commodities. The source for the following freight data is IHS/Global Insight’s Transearch freight database, 2011.
Inbound Freight Most of the freight that was shipped to the study area was transported by truck, but some freight moved by rail and a small percentage was transported by water. Almost 92 percent was shipped by
Wisconsin Northwoods Freight Rail Market Study Page 37 of 60 truck (valued at almost $5 billion), 6 percent by rail (valued at $150 million), and 2 percent by water (valued at $101 million). Of the 7.9 million tons of freight that were shipped in, about 7.2 million tons were transported by truck, about 495,000 tons arrived by rail, and about 165,000 tons were shipped by water.
The products with the highest tonnage shipped to the study area by truck were nonmetallic minerals, lumber or wood products, farm products, secondary traffic (commodities moving to and from warehouses and distribution centers), and food or kindred products. These products were delivered from the Wisconsin counties of Langlade, Marinette, and Marathon, and from the Minnesota portion of the Minneapolis Business Economic Area (BEA). (A “BEA” is a geographic area defined by the U.S. government and used in IHS/Global Insight’s Transearch freight database. Please see the Glossary for additional information.)
The majority of the products shipped to the study area by rail were coal, pulp or paper products, lumber or wood products, chemicals or allied products, and food or kindred products. Most products were delivered from the Kentucky portion of the Evansville (Indiana) BEA, Non-Census Metropolitan Area (Non-CMA) British Columbia (Canada), Non-CMA Alberta (Canada), and St. Louis County (Minnesota). (A “CMA” and a “Non-CMA” are geographic areas defined by the Canadian government and used in IHS/Global Insight’s Transearch freight database. Please see the Glossary for additional information.)
Outbound Freight In 2011, most of the commodities that were shipped out of the study area were shipped by truck. The remainder was sent by rail or water. Just over 11 million tons of freight originated in counties within the study area.
Almost 10 million tons of goods were shipped from the study area by truck and were worth around $6.5 billion. Some of the top commodities were nonmetallic minerals, farm products, lumber or wood products, and food or kindred products. These products were transported to other counties in Wisconsin, and to Minnesota and Michigan.
Just over 1 million tons of commodities were shipped from the study area by rail, valued at just over $412 million. Top commodities shipped by rail included pulp or paper products, lumber or wood products, and clay/concrete/glass/stone. Major destinations for these shipments were other Wisconsin counties, Indiana, and Minnesota.
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County Freight Profiles
Appendix 2 of this report provides economic and freight activity analyses for each county in the Northwoods Rail Transit Commission study area. Each county profile contains information about major industry and employment activity, freight flow, and lists of major shippers and receivers of freight. The data describes the county’s freight activity in relation to other counties or regions in and out of the study area and includes information about major commodities, major state trading partners and the type of transportation that was used.
Data was collected from a number of sources, all of which are described below. The data provided in the county freight profiles is derived from IHS/Global Insight’s Transearch 2011 database, FreightFinder database, the United States Census Bureau and the Wisconsin Department of Workforce Development.
The Transearch database is a comprehensive, proprietary database of commodity movement from one county or region to another. Without revealing individual business names, the database provides information about the type, tonnage, value, direction and transportation mode of commodities. Data is used to analyze commodity movement at the county, region and state level.
The Freight Finder database is a spreadsheet and Geographic Information Systems (GIS) file that displays businesses in Wisconsin, their location, and the type and tonnage amount of a commodity being shipped to and from these businesses, but it does not indicate which mode is being used.
The United States Census Bureau provides county-level information about major industries, the number of working adults who reside in the county and the number of non-farm businesses operating in the county.
The Wisconsin Department of Workforce Development provides information about the employed population and in what industry they’re employed. The Department also provides counts of business establishments by industry type.
Information about each county in the Northwoods Rail Transit Commission study area was collected by Wisconsin Department of Transportation (WisDOT) staff in order to create a comprehensive overview of each county’s economic activity and freight movements. These county freight profiles are intended to inform the reader of the county’s freight activity and existing infrastructure conditions. It also covers major companies in the region.
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In addition to the freight profiles, supplemental county profiles were also created. They provide a summary of the freight and commodity data shown in Appendix 2 and also additional information about each county in the study area. See Appendix 3 for this overview.
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Identifying Rail Freight Stations
“Freight station” is a term used by the Federal Railroad Administration (FRA) to describe a location where commodities are transferred from one mode of transportation to another (usually from rail to truck or truck to rail). The most comprehensive public database on freight stations can be found on the FRA’s web site: http://fragis.frasafety.net/GISFRASafety/. The information appears as a layer on its web-based railroad map, which is available to the general public. The freight station information can be accessed using a Geographic Information Systems (GIS) software mapping product known as ESRI ArcMap.
Freight stations include the various types of freight handling configurations such as rail spurs, yards, sidings, terminals and intermodal (container) facilities. These freight stations were established on or near the rail corridor in order to provide rail service for area businesses. Knowing the locations and freight handling capabilities of the freight stations in the study area could potentially provide opportunities for improving or restoring rail service along segments of the railroad line.
WisDOT was able to locate 42 freight stations identified in the federal database that were within or adjacent to the study area. Using the latitude and longitude coordinates from the locations of the freight stations, WisDOT transferred the coordinates to the Department’s mapping system. This enabled WisDOT to use aerial photos (orthophotos) to help verify the locations of the freight stations. Aside from a physical onsite inspection, aerial photos are the only way to confirm whether an object plotted on a map actually exists on the ground.
Findings Forty-two freight stations were listed by the FRA in or near the study area. An aerial photo inspection performed in July of 2013 revealed the following: Twenty-eight freight stations are currently not in service. Eight of them are visible rail spurs located on an out-of-service mainline. Seven freight stations are potentially active. They are visible in the photos but appear to be in poor condition. Seven freight stations are active (five for pulp wood use and two for industrial use).
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Limitations Using the FRA freight station database has limitations, and the federal agency does not provide any warranty regarding its fitness for use. The FRA web site provides no information regarding the currency, accuracy or completeness of this layer. There is little available data on the documentation of source information, compilation dates or maintenance dates. There is no indication that the freight station layer is currently maintained. WisDOT has been unsuccessful in its attempts to get clarification regarding the contents of the freight stations from the FRA.
Although the freight station layer has limited utility, it does provide us with some indication of the conditions of the rail facilities in northern Wisconsin. WisDOT identified at least seven active freight stations and seven potentially active freight stations. The biggest limitation of this layer is an apparent lack of maintenance. The layer does not correlate with actual conditions on the ground, and there may be a substantial number of undocumented new freight stations. However, this can only be confirmed by onsite inspections. A possible source for rail freight handling facilities may be available from the operating railroads in the study area.
See Appendix 4 for a guide on how to use the freight station mapping tool.
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Chapter 6: Surveying Northwoods Businesses
June 2011 marked the beginning of concerted efforts to form a new rail coalition in northern Wisconsin. Erhard Huettl, the County Board Chair for Forest County at that time, requested a group meeting with county board members from Barron, Forest, Florence, Marinette, Oneida, Price, Rusk and Vilas counties. His goal was to establish a region-wide committee to actively address rail freight transportation issues, because of reports of dissatisfaction in his county (particularly from loggers) with inadequate service.
The meeting attendees included county board supervisors, county economic development managers, and members of the North Central Wisconsin Regional Planning Commission. The county representatives all expressed concern over insufficient rail service and the possibility of losing service altogether as well as support for actions that would preserve and improve it for the future.
The group formed the Northwoods Rail Coalition and began the formal process of becoming the organization now known as the Northwoods Rail Transit Commission (NRTC).
Shortly thereafter, in November of 2011, Wisconsin held its first annual Governor’s Freight Industry Summit. The event brought together freight stakeholders from across the state to discuss the challenges they faced with the freight transportation system. In response to the participants’ comments, WisDOT developed the Freight Mobility Action Agenda which committed it to specific goals aimed at increasing the efficiency of freight movement in Wisconsin.
The manufacturers and freight carriers at the event cited inadequacies in the state’s rail network as one of their concerns. WisDOT identified multiple ways it would address the issue, one of them being to conduct a market study that would examine freight rail use and potential in northern Wisconsin. The study would concentrate on 10 counties located along the US 8 highway corridor, as this region has more out-of-service rail segments than most others in the state.
The NRTC members welcomed the market study. WisDOT presented its draft outline during the commission’s May meeting in 2012. The study’s primary components would consist of:
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An analysis of the commodities moving into and out of the area and how they’re shipped, as extracted from commercial databases A snapshot of each county, profiling its industries and economy A question-and-answer survey offered to companies that currently use, or have the potential to use, rail to ship or receive freight A complete report of the survey results, including the commodities moving into and out of the area and how they’re shipped, as reported by the survey respondents Recommendations for retaining and improving freight rail service in the region
Over the next few months, WisDOT compiled a list of businesses that appeared to have the potential to use rail, based on the types of commodities they handled (regardless of whether they currently had access to rail). A draft set of survey questions was also created.
WisDOT staff presented their preliminary freight profiles and survey questions at an NRTC meeting that fall. They also travelled to each of the 10 counties to meet with economic development staff and county supervisors to discuss the draft list of businesses that would be mailed a survey. Each county had the opportunity to revise and expand the mailing list. As a result, many logging businesses were added, as were several companies from the four counties in Michigan’s Upper Peninsula adjacent to the Wisconsin border.
That November, WisDOT sent surveys to 1,094 businesses.50 The recipients were located primarily in the 10-county study area, but also in a few locations nearby and in the previously- mentioned Michigan counties. The mailing included two surveys: one for companies that currently used freight rail and one for companies that didn’t. The respondents were asked to select the survey that applied to them, and either return it by mail or complete it online.
Local officials from many of the counties in the study area took steps to introduce and promote the survey to the public, and encouraged community participation. Prior to and during the time the survey was active, county economic development offices sent letters and published press releases to support the survey and express why they felt it was important to the economic future of the region.
A total of 190 surveys were submitted to WisDOT, representing a response rate of 17 percent.51
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Northwoods Rail Transit Commission Membership
The Northwoods Rail Transit Commission (NRTC) was officially recognized by the State of Wisconsin in May of 2012. As of the spring of 2013, the NRTC consisted of 10 northern Wisconsin counties that had banded together “to sustain and enhance safe, reliable and efficient rail service critical to the businesses, communities and economies in northern Wisconsin and the Upper Peninsula of Michigan.” Membership in the NRTC is increasing. The purpose of the Commission is to work with the operating railroad and area businesses to build and maintain quality rail service.
The NRTC is comprised of two representatives from each member county; they serve staggered two-year terms. The commission has an elected Chair, Vice-chair and Secretary/Treasurer that serve one-year terms. The current representatives are:
Ashland County Dale Kupczyk, Ashland Area Development Corporation Bob Blaszkowski, County Board Florence County Wendy Gehlhoff, NRTC Chair, Florence County Economic Development Ed Wenger, County Board Forest County Mike Albrecht, County Board Jim Landru, Jr., County Board Langlade County Ron Nye, County Board Dave Solin, County Board Chair Lincoln County Bob Lussow, NRTC Vice-chair, County Board Chair Don Nelson, County Board Marinette County Mike Cassidy, County Board Shirley Kaufman, County Board Oneida County Dave Hintz, County Board Chair Denny Thompson, County Board
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Price County Bob Kopisch, County Board Chair Carol McLaughlin, County Board Rusk County Andy Albarado, Rusk County Economic Development Randy Tatur, NRTC Secretary/Treasurer, County Board Chair Vilas County Ed Bluthardt, County Board Ralph Sitzberger, County Board
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Survey Methodology: Development of the Mailing List
The goal during the creation of the survey’s mailing list was to identify businesses that could ship or receive freight by rail. The survey was offered in two versions, separately targeting rail users and non-rail users. The following methodology was used to create the mailing list.
The first step was to use IHS/Global Insight’s freight database, known as Transearch, to identify all the commodity types that were shipped by rail to, from, through and within Wisconsin. This database uses Standard Transportation Commodity Codes (STCCs) to classify commodities. Rail companies use these codes to identify and charge for the kinds of commodities transported on the rail cars.
Next, equivalent codes from the North American Industry Classification System (NAICS) were identified because the database WisDOT uses to gather business information (ReferenceUSA), only uses NAICS codes. A list of all businesses in the study area associated with these NAICS codes was generated, using minimum thresholds of five employees and $1 million in sales volume.
A third resource, FreightLocater, was then cross-referenced to ensure that no large generators or receivers of freight were omitted from the mailing list. FreightLocater is a supplement to the Transearch freight database that identifies manufacturing facilities and distribution centers. Finally, local economic development officials were consulted to add or delete companies based on their knowledge of the local economy.
Confidentiality WisDOT will keep the responses to the study’s survey strictly confidential and share them only among WisDOT staff and members of the Northwoods Rail Transit Commission. Only aggregated survey results and anonymous comments are published in this report.
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Summary of Survey Results
The results of the survey have been summarized into two groups: Businesses that currently use rail service (39) Businesses that currently do not use rail service (151)
Figure 5 shows the locations of businesses that responded to the survey. Due to the geographic proximity for some of the businesses in the region, there are some overlaps in coverage of the 190 survey respondents. Following the map is a summary of the survey results; see Appendix 5 and Appendix 6 for the full analysis.
Figure 5: Locations of Businesses That Responded to the Survey
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BUSINESSES THAT USE RAIL Of the 190 businesses that responded to the survey, 39 of them indicated that they currently use rail service to ship and/or receive freight.
Commodities The major commodity type, both shipped and received, was lumber/wood products, followed by pulp/paper products.
Shipping modes Although the businesses utilize rail service, they all rely on truck shipments as well. All but three receive more freight by truck than by rail. In addition, more than half receive at least 90 percent of their freight by truck. Four businesses also receive some freight by water, and two receive some by air.
These same shipping patterns are seen in the businesses’ outbound freight. More than three- fourths of the businesses ship out at least 90 percent of their freight by truck. Only two ship more freight by rail than by truck. In addition, five businesses use water, and three use air as part of their outbound shipping mix.
Origins and destinations The businesses that utilize rail ship and receive freight all over the United States and Canada. While Wisconsin is the most common origin and destination, Michigan, Minnesota and Illinois are major trading partners. Ontario and Quebec are the most common trading partners in Canada.
Why do they use rail? When given a series of possible answers for why they ship by rail, the respondents indicated the main reason was that rail is cheaper than other modes. The other two most common answers were that rail is more efficient and that rail is more convenient.
Potential use of out-of-service rail lines The businesses were asked if they would take advantage of rail lines that are currently out of service, if they were put back into service. Sixteen businesses said they would be interested, and 17 said that they were not sure. Figure 6 gives additional details. The businesses were
Wisconsin Northwoods Freight Rail Market Study Page 49 of 60 also asked what types of improvements they may need if lines that are currently not served went back into service. The most common responses regarded the replacement or improvement of sidings or spurs.
Figure 6: Potential Use of Reactivated Rail Lines by Current Rail Users
Potential increases in rail shipments with improved service Of the 39 businesses that utilize rail, 16 of them indicated that they would ship or receive additional volume if there were improvements in rail service. These improvements include access, timing, reliability and the number of rail cars.
Impact of losing rail service The businesses were asked about the potential impact on them if existing rail lines were no longer served by a railroad. The most common response was that shipping costs would increase. Other potential impacts included less revenue, less volume shipped or received, and changes to their packaging. Nine businesses indicated that losing rail would not have a significant effect.
Interest in a transload or intermodal facility Businesses were asked if they would be interested in a transload or intermodal facility to increase the efficiency of truck-rail commodity transfers. Fourteen businesses indicated they would like a transload facility, and 12 businesses said they would be interested in an intermodal
Wisconsin Northwoods Freight Rail Market Study Page 50 of 60 facility. Suggested locations varied from areas near their businesses, to larger transportation hubs such as Wausau, Superior, Milwaukee and Chicago.
BUSINESSES THAT DO NOT USE RAIL Of the 190 businesses that responded to the survey, 151 of them indicated that they do not currently use rail service to ship and/or receive freight.
Commodities The major inbound commodity type was lumber/wood products, followed by primary metal products, and then machinery. The major outbound commodity type was also lumber/wood products, followed by machinery, and then transportation equipment.
Shipping modes All but 23 of the respondents ship or receive freight entirely by truck. Of the 23 businesses that do not ship exclusively by truck, eight also ship or receive by water and 15 by air.
Origins and destinations The trading partners of the businesses that do not ship by rail are very similar to those who do. Other than shipments that start or finish in Wisconsin, the major trading partners are the border states of Minnesota, Michigan and Illinois. Ontario, British Columbia and Quebec are the most common origins or destinations in Canada.
Why do they NOT use rail? When given a series of possible answers for why they do not ship by rail, the respondents indicated the main reason was that service is not offered. The other most common answers were that their freight is not typically shipped by rail, that rail is less convenient, and that they do not have enough volume.
Potential use of out-of-service rail lines The businesses were asked if they would take advantage of rail lines that are currently out of service, if they were put back into service. Of the 141 businesses that responded to this question, 43 of them said that they would use rail if it were available. Figure 7 gives additional details, and Figure 8 shows the location of the interested businesses.
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The businesses were also asked what types of improvements they may need if lines that are currently not served went back into service. The most common responses regarded the replacement or improvement of sidings or spurs.
Figure 7: Potential Use of Reactivated Rail Lines by Businesses Not Currently Using Rail
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Figure 8: Location of Potential New Rail Users, If Lines Were Reactivated
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Potential rail shipments from interested businesses In an attempt to quantify potential freight that could be shipped by rail rather than truck, WisDOT analyzed the commodities shipped and received by the 43 businesses that stated they would be interested in using rail. Potentially, an additional 2,300 carloads could be shipped by rail to the study area annually, and another 4,800 carloads could be shipped out of the study area each year. These estimates are based on the amount of rail-related commodities that were shipped or received in 2011. Almost all of this potential rail freight is logs, pulpwood and lumber.
Impact of having rail service become available The businesses were asked what the effects would be if they could ship by rail. Although the most common response was that there would not be a significant effect, many businesses indicated that gaining rail service would decrease their shipping costs, and that the volume of freight shipped would increase.
Interest in a transload or intermodal facility Businesses were asked if they would be interested in a transload or intermodal facility to increase the efficiency of truck-rail commodity transfers. Thirty-seven businesses indicated they would like a transload facility, and 33 businesses said they would be interested in an intermodal facility. Suggested locations varied throughout northern Wisconsin and the Upper Peninsula of Michigan. The most common suggestions for the location of a transload facility were Rice Lake and Crandon.
Limitations of Survey Results The total freight volumes are approximate. The freight volumes assigned to each commodity category are approximate, as some of the commodities could have fit into more than one category. Some of the total freight volumes reported by a company consisted of multiple, unrelated commodities, which affected the volumes assigned to each category. A few of the respondents left a few of the questions unanswered.
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Chapter 7: Recommendations and Suggested Next Steps
The WisDOT research team received a request to add freight profiles and commodity flow analyses for Ashland and Iron counties to this report. WisDOT will continue to develop profiles for these two counties. A separate report will be developed which will include information on the volume, value and types of freight being transported in Ashland and Iron counties.
Due to the high interest in exploring the possibilities for an open-pit metallic mineral mine in Iron County (Penokee/Gogebic Deposit), WisDOT will evaluate the transportation impacts associated with the extraction and transportation of minerals from the mining area. Research has determined the ownership of the former rail line that could serve the iron ore mine.
The team will also continue to investigate ways to better utilize and access the Federal Railroad Administration’s freight facilities database. This could prove to be an important analytical tool to help identify and determine the feasibility of utilizing the existing rail spurs, transload facilities and rail yards for future economic development projects.
To help illustrate the economic importance of the rail system, WisDOT can provide an analysis of the economic impact of businesses currently using rail service in northern Wisconsin. This type of study was conducted for the Wisconsin and Southern Railroad, now under controlling ownership of WATCO Companies, LLC, Pittsburg, Kansas. The study’s economic analysis included the multiplier effects of employment, wages and output on the economy by the businesses using rail service. If representatives of the Northwoods Rail Transit Commission or another group could provide employment numbers, wages of the employees, and sales volumes from the businesses in northern Wisconsin using rail service, WisDOT’s research team could use the agency’s economic models to calculate the effect of these businesses in the regional economy.
WisDOT recommends an investigation of the study area’s freight facilities to determine their operational capacity and current ownership, and whether they could serve as points for the consolidation of freight for area businesses.
Finally, outreach efforts to businesses identified in the study as potential rail users should be continued, to determine the volume and types of commodities that could be transported by rail.
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Outreach efforts should include contact with operating railroads in the region to help identify opportunities for transporting commodities on rail cars. In addition, continue to monitor and provide information to railroad companies interested in acquiring and/or providing rail service in the Northwoods area.
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Related Web Sites
BUSINESS AND INDUSTRY American Short Line and Regional Railroad Association http://www.aslrra.org/about_aslrra/FAQs/
Association of American Railroads https://www.aar.org/Pages/Home.aspx
Canadian National Railway http://www.cn.ca/
Escanaba and Lake Superior Railroad http://www.elsrr.com/
Progressive Rail http://www.progressiverail.com/
FEDERAL GOVERNMENT Federal Railroad Administration http://www.fra.dot.gov/
STATE GOVERNMENT Wisconsin Department of Transportation http://www.dot.wisconsin.gov/
Doing Business http://www.dot.wisconsin.gov/business/index.htm
Economic Development http://www.dot.wisconsin.gov/business/econdev/index.htm
Travel Modes – Rail http://www.dot.wisconsin.gov/modes/rail.htm
Wisconsin Rail Commissioner http://ocr.wi.gov/
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Glossary
BEA Business Economic Area (BEA): Used by the U. S. Census Bureau, a BEA is a geographically delineated area with concentrated economic activity that is not contained by a city, county, state or other political boundary. For example, the Minneapolis BEA includes the city of Minneapolis; its surrounding suburbs; and portions of Minnesota and Wisconsin. Therefore, the Minnesota Portion of the Minneapolis BEA represents just the counties and municipalities in the state of Minnesota that are part of the Minneapolis BEA.
CMA Census Metropolitan Area (CMA): CMAs are geographically delineated areas used by Canada in order to conduct their census every five years. A CMA represents a grouping of large urban areas and those surrounding the urban area. To be considered a CMA, the area must contain an urban core population of at least 100,000 in the previous census. (Statistics Canada)
FRA Federal Railroad Administration
Haz-mat ton-miles A statistical unit of freight transportation equivalent to one ton of hazardous materials moved one mile.
Intermodal facility A place where commodities may be transferred from one type of carrier (truck, train or ship) to another (truck, train or ship).
A direct intermodal transfer occurs when a truck trailer or an International Standards Organization (ISO) shipping container is loaded directly on to (or unloaded from) a truck, train or ship. The contents of the truck trailer or shipping container are not unloaded during the transfer.
An intermediate intermodal transfer – also called a “transload” – occurs when the contents of a truck trailer, rail car or ship are unloaded from one type of carrier and then reloaded on another. The unloaded cargo may be stored at the site before being picked up by the other carrier.
NAICS North American Industry Classification System (NAICS): This is a 6- digit code that can be collapsed into 4- and 2-digit codes. It is the standard used by Federal statistical agencies in classifying business establishments for the purpose of collecting, analyzing and publishing statistical data related to the United States economy (US Census).
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Non-Census CMA Non-census Census Metropolitan Area (Non-census CMA): Non- census CMAs are geographic areas used by Canada in order to conduct their census every five years. A Non-census CMA is the whole area outside of the metropolitan area.(Statistics Canada)
Non-CMA Non-Census Metropolitan Area (Non-CMA): Non-CMAs are geographic areas used by Canada in order to conduct their census every five years. The Non-CMA area of a Canadian province is comprised of smaller urban areas with a population of less than 100,000. (Statistics Canada)
Originating freight Outbound freight
Overhead freight Freight that only passes through a specific point or area; it does not originate from that area and is not delivered to that area
Secondary traffic Commodities moving to and from warehouses and distribution centers
STCC Standard Transportation Commodity Code (STCC): This is the standard classification system used to categorize raw and finished commodities that are transported by rail, truck, air or water. The coding structure for STCC codes is seven digits but is collapsible down to 4- and 2-digit codes. This system is used to analyze data related to origin/destination of products, tonnage of products that are shipped and value of products that are shipped. STCC 2 codes are more general and not specific, whereas STCC 4 codes are a specific product. For example, the STCC 2 code for Farm Products is 01 and the STCC 4 code within 1 is 01 52 for Poultry Eggs.
Terminating freight Inbound freight
Ton-mile A statistical unit of freight transportation equivalent to one ton of freight moved one mile.
Transload facility A place where the contents of a truck trailer, rail car, or ship are unloaded from one type of carrier and then reloaded on another. The unloaded cargo may be stored at the transfer site before being picked up by the other carrier. A transload site is considered an "intermediate" type of intermodal facility.
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Appendix 1: History of Rail in Northern Wisconsin
The history of rail service across northern Wisconsin has included operations that serve customers within the state, as well as overhead transportation (serving customers with both origins and destinations outside of the state). Virtually all of the development and construction of the rail corridors currently in existence occurred in the 45-year period from the end of the Civil War (1865) through 1910. Most of the corridors into the region were south-north, including the current dominant corridor for overhead traffic – the Canadian National route between Duluth/Superior and Chicago. The region also saw development of briefly-lived logging railroads and branch lines into the vast timber tracts that once covered northern Wisconsin. While timber and ore shipments were critical for the north-south lines, the region’s development was catalyzed and sustained for several decades by a west-east overhead corridor – the initial Soo Line corridor between Minneapolis/St. Paul and Sault Ste. Marie, Michigan/Ontario. Of note, Canadian rail companies (Canadian Pacific and Canadian National) have played major roles in the development and use of rail lines across northern Wisconsin.
The following summaries cover the development and retrenchment of the three dominant rail companies across the study area during the late Nineteenth and Twentieth Centuries. This section also identifies and discusses several short-line operators in the region.
The Soo Line The most extensive and important historic rail system across northern Wisconsin was the Soo Line – which, in operational structure, was an affiliation of two rail companies that were brought together (along with a third company) by merger in 1961. The dominant of the two primary companies was the Minneapolis, St. Paul, and Sault Ste. Marie (MStP&SSM). The impetus behind creation of the MStP&SSM was strong demand for grain and flour on the Eastern Seaboard of North America. Flour mills in the Twin Cities area were constrained in supply and distribution, with shipping held captive to a near-monopoly by James J. Hill, founder of the Great Northern Railway and owner of steamship lines based in Duluth-Superior. Several businessmen pooled capital to found the ancestor company of MStP&SSM in 1883. Their goal was to build east from Minneapolis to Sault Ste. Marie – bypassing both Chicago and Duluth/Superior. Other affiliated rail companies were created to build west from Minneapolis to the Dakotas, as well as within Minnesota, in order to secure wheat supplies along corridors not controlled by Hill.
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The initial corridor across northern Wisconsin to Sault Ste. Marie was completed in early 1888; construction of this line left the company short of capital for operations and further expansion. Later that year, these affiliated companies were consolidated into the MStP&SSM. As part of that process, the Canadian Pacific Railway (CP) took controlling interest of what, at that time, comprised a 781-mile network. For the next two decades, the company focused on building north and west, adding connections with CP at the border towns of Portal, ND and Noyes, MN. A line from Minneapolis to Duluth was completed in 1911; just three years after the MStP&SSM took control of the Wisconsin Central (WC) and established the core Soo Line system in place for much of the Twentieth Century52.
One noteworthy feature of the MStP&SSM’s west-east corridor across Wisconsin was the number of crossing/interchange points with north-south lines. In 1948, this line featured a branch to Superior at Dresser; a branch to Appleton and Neenah via Shawano at Wisconsin Junction (north of Crandon); and intersections as follows: with WC in Ladysmith and Prentice; with the Chicago & Northwestern in Turtle Lake, Cameron, Rhinelander, Starks (Gagen), and Cavour; and with the Milwaukee Road at Prentice, Heafford Junction, and Pembine53.
The MStP&SSM survived Crossings and Spur Lines along the MStP&SSM Corridor bankruptcy and reorganization From its entry point into Wisconsin near Osceola to its exit into the Upper Peninsula of Michigan east of Pembine, the historic Soo Line rail corridor during and following the Great encountered numerous crossings and interchanges with other carriers, as well branch lines and crossings of its own corridors. Here is a list of fifteen Depression. Prior to the 1961 crossing points, circa 1923, along with the other railroads involved (or the destination of the spur, if Soo Line): merger, the MStP&SSM system consisted of a grain-gathering Dresser (Soo): Split of Main Line to Superior Amery (Omaha): Hudson to Spooner and Superior or Ashland sub-system west of Barron (Soo): 16-Mile Branch to Ridgeland Cameron (Omaha): Chippewa Falls to Spooner Minneapolis, while the eastern Cameron (Soo): Branch to Rice Lake, Birchwood, and Reserve Ladysmith (Soo/WC): Main Line from Stevens Point to Superior sub-system was more industrial Prentice (Soo/WC): Spencer to Mellen and Ashland Tomahawk Junction (MT&W): Spur line servicing Tomahawk – concentrated in forest and Heafford Junction (Milw. Road): Wisconsin Rapids to Woodruff Rhinelander (C&NW): Monico to Hurley and Ashland paper industry products. Gagen (C&NW): Oshkosh to Watersmeet, MI According to a summary by the Wisconsin Junction /Argonne (Soo/WC): Branch from Appleton Laona Junction (Laona & Northern): Spur to Laona Minnesota Historical Society, in Laona Junction (C&NW): Green Bay to Iron River, MI Pembine (Milw. Road): Green Bay to Iron Mountain, MI 1958 the line’s revenue Source: 1923 Railroad Map of Wisconsin, Railroad Commission of consisted of products of Wisconsin, from “Trains of Wisconsin,” Malcolm Rosholt.
Wisconsin Northwoods Freight Rail Market Study Page A1-2 agriculture (37 percent); animals and animal products (2 percent); products of mines (11 percent); products of forests (19 percent); and manufactures and miscellaneous commodities (31 percent)54.
In 1961, management decided to formalize the WC connection through merger. CP’s other affiliated rail company in the region, the Duluth, South Shore, and Atlantic (DSS&A), was also brought into the fold at that time, creating the Soo Line Railroad Company.
The second company in the Soo Line trilogy, the historic Wisconsin Central (WC), is not to be confused by its later namesake – which was created through a spinoff and asset sale in the 1980s. Wisconsin Central’s origins date to its 1871 incorporation as a consolidation of three predecessor companies55. One of these companies was conferred the land grant for a line from Portage to Superior via Stevens Point in 1864; eventually, this grant amounted to 85,000 acres56.
Through assembly of previous corridor deeds and the federal land grant, WC was able to complete a line that year from the Menasha to Stevens Point. By 1877, the line reached Ashland. Using a series of smaller incorporations, WC made corridor extensions that included lines to St. Paul in 1884 and Chicago in 188657. Major yards and shops were established at Stevens Point and Waukesha, and later in North Fond du Lac and Abbotsford58. By the early Twentieth Century, forest products (lumber, logs, timber, and pulp wood), mined products (iron ores), coal, and passengers provided the bulk of revenues for the company59.
From 1889 through 1893, WC was briefly held under lease by Northern Pacific. After re- emerging as an independent company, it further extended lines over the next 15 years, culminating with corridors to Ladysmith by 1906 and Superior by 1908. In that year, Northern Pacific again tried to take control of WC – unsuccessfully. Instead, the MStP&SSM was able to lease the line, and as such WC fell under the Soo Line and Canadian Pacific operational umbrellas60. WC operated under semi-autonomy from MStP&SSM, but entered receivership in 1932 and bankruptcy in 1944. The company was reorganized by 1954, to last only through full merger in 196161.
The earliest retrenchment of MStP&SSM lines included the “Blueberry Line” (formerly, the Rice Lake, Dallas, and Menomonie) that once operated from Ridgeland through Barron, Rice Lake,
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Birchwood, and Reserve. The Birchwood-Reserve segment was abandoned in 1931; the Rice Lake – Birchwood segment followed in 1936; and the Ridgeland – Barron portion was abandoned in 196262.
The pre-merger revenues for WC indicated its larger exposure to Wisconsin’s manufacturing base. The 1958 revenue statistics included products of agriculture (13 percent); animals and animal products (5 percent); products of mines (12 percent); products of forests (14 percent); and manufactures and miscellaneous commodities (55 percent)63.
The third, and smallest of the three companies eventually brought into the Soo Line was the Duluth, South Shore, and Atlantic (DSS&A). Its presence in Wisconsin was limited. The company was organized in 1886 from several smaller lines serving the copper and iron mines in the Upper Peninsula of Michigan64. By 1888, the company had built into Wisconsin at Iron River; that same year, Canadian Pacific obtained control. This arrangement provided the capital to build west to Duluth by 1894. From the 1890s through the 1910s, DSS&A’s ore cargos were supplemented by the cutting and shipping of huge swaths of timber65.
Figure 1: Soo Line System, 1940s, also showing Canadian Pacific connections in inset.
After the lands were stripped of timber and a major copper ore contract was lost66, the company floundered; it abandoned its line west of Marengo Junction in 1935 and instead relied on trackage use arrangements with Wisconsin Central and Northern Pacific to reach the Twin
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Ports. The company’s bankruptcy in 1937 and reorganization in the late 1940s, coupled with a small customer base, lower-cost freight hauling by vessels on Lake Superior67, and the Canadian Pacific’s preference for the more active MStP&SSM corridor, led the DSS&A on a downward cycle until its absorption into the larger Soo in 196168.
Pre-merger revenues for the DSS&A demonstrate its strong ties to mining, manufacturing, and forestry. The 1958 revenue statistics included products of agriculture (5 percent); animals and animal products (1 percent); products of mines (19 percent); products of forests (28 percent); and manufactures and miscellaneous commodities (47 percent)69.
At the end of 1970, the Soo Line system was comprised of 4,693 miles of territory along 6,104 miles of track70. At that point, the Soo Line had three operating divisions: Western, Central, and Eastern. All Western Division lines were west of Minneapolis. The Central Division, based in Minneapolis, included lines in northwestern Wisconsin. The Eastern Division covered the track east of Weyerhaeuser and Chippewa Falls, including lines to Chicago and in the Upper Peninsula of Michigan. Its offices were in Stevens Point71.
While grain and overhead traffic from Canadian Pacific provided Soo with business in the 1960s and 1970s, service changes took force – especially after passage of the Staggers Act in 1980. Unlike other companies that pared back systems, the Soo remade itself through purchases, sales, and abandonments72. The end of car ferry service across Lake Michigan in 1982 led to Soo removing its yard and some service from Manitowoc73.
In 1985, Soo Line acquired several former Milwaukee Road assets, including the corridor between Chicago and the Twin Cities. The Interstate Commerce Commission approved the Soo acquisition based on public interest in preserving competition, even though the C&NW offered higher bid. The ICC also cited national security as a factor, since more lines would be retained as operational74. However, the purchase burdened the Soo with significant debt, and compelled the Soo to cut costs and raise capital.
After the purchase of the Milwaukee, Soo created the Lake States Transportation Division (LSTD) as an attempt to establish a lower-cost operating unit. The LSTD was comprised of the historic Soo Line / Wisconsin Central corridors and yards, plus some of the Milwaukee’s old light-density lines. Soo then offered the LSTD for sale. In April 1987, a sale was announced to
Wisconsin Northwoods Freight Rail Market Study Page A1-5 a group of former railroad executives, creating a new company, Wisconsin Central, Limited (WCL). The sale included almost 2,000 miles of rail (along with trackage rights and several abandoned corridors) in Wisconsin, Michigan, Minnesota, and Illinois. The sale also included locomotives and a pool of freight cars. After a near-catastrophic 30-day delay, the ICC granted approval for the sale and WCL operation75.
By 1990, the Soo Line system consisted of a 3,450-mile core system and 2,350 miles of feeder lines. In 1992, CP purchased the remaining outstanding shares of Soo Line stock, and dropped the ‘Soo Line’ identity in favor of “CP Rail System.” With the growth of intermodal freight traffic between the Pacific Coast and Chicago, CP’s Wisconsin presence turned more to overhead operation along the Chicago-Milwaukee-La Crosse-Twin Cities corridor76.
One line of note was the branch line from Mellen to Hurley, then to Bessemer, Michigan. This line was completed by two WC subsidiaries in 1887; more than 200,000 tons of ore was shipped across this line to the newly-completed Ashland dock in that first year77. The line was operated through 1987; the Soo was granted permission to abandon it that year. WCL acquired the line but never operated over it. Instead, a short line, the Wisconsin and Michigan (WIMI), obtained a lease and permission to operate. The operation was in place from June 1992 through May 1995, when WIMI was granted permission to terminate service. Subsequent court rulings held that WCL had no role in any of the operations of the corridor, and therefore had no need to seek authority to remove trackage after WIMI ceased operations78.
The 1987 sale of the Soo Line Lake States Transportation Division formed WCL’s 2,000-mile regional core rail system. In using the old moniker, WCL was able to build on regional identity and local management decisions on service. Regional traffic included timber, pulp, and paper; chemicals; iron and copper ores; taconite; grain; stone/gravel; and mixed cargos. The top three commodities listed in 1987 were pulp & paper products (30 percent), lumber & wood products (21 percent), and clay/glass/stone (9 percent)79. A 1991 study noted 60 percent of WCL car loadings were related to the paper industry; at that time it served 25 of the state’s 52 pulp and paper mills80.
WCL expanded in 1993 with the acquisition of the Green Bay & Western (GB&W) and the Fox River Valley (FRV) Railroad. The GB&W once served as part of a transcontinental corridor, shipping wheat and flour from Omaha to New York in as few as five days. GB&W’s origins
Wisconsin Northwoods Freight Rail Market Study Page A1-6 dated to 1853; it served as an east-west bridge line across Wisconsin, from Lake Michigan (at Kewaunee) through Green Bay, New London, Amherst, Wisconsin Rapids, Merrillan, to the Mississippi River at Winona, MN. The use of steamships to haul rail cars across Lake Michigan sustained this line through the early- and mid-Twentieth Century. GB&W’s cargos ranged from paper and pulp to coal and agricultural products. Overhead carloads rose to nearly 40,000 in 1950, and by the 1960s, 40 percent of traffic was overhead, with agricultural products and timber headed eastbound and automobiles and auto parts headed westbound.
GB&W was noted for cooperation with Burlington Northern, with BN delivering lumber for GB&W sending paper back to BN through the 1970s. In the late 1980s, BN and GB&W signed an agreement for intermodal exchange. The company’s decline was tied to competition from highways and large mergers of eastern railroads. Elimination of through rates on long-haul traffic under the Staggers Act and the demise of Lake Michigan ferry operations effectively ended GB&W’s overhead role81. The critical ferry connection, Ann Arbor Railroad’s ferry between Kewaunee, WI and Elberta, MI, ceased operation in 198282. In 1988, the company stated revenues between $10 million and $20 million on almost 29,000 carloads across its 250- mile system. The top commodities for GB&W were pulp and paper products (40 percent), food and kindred products (15 percent), and coal (10 percent)83.
The briefly-lived FRV was formed in 1988 when Itel Corporation purchased both the GB&W and a former C&NW line between Granville (on Milwaukee’s northwest side) and Green Bay, via Fond du Lac. FRV depended on paper for more than one third of its traffic, although Anheuser- Busch in Manitowoc was its largest customer. FRV also expressed interest in use of double- stack container cars for outbound shipping, but backed away due to high initial investment costs and lack of direct Chicago interchange access84. Management of both Itel holdings was consolidated in 1991; in 1993, both were sold to WCL and operated as Fox Valley & Western (FV&W)85.
While the Ashley Furniture operation in Arcadia provided a stable volume of freight for the western portion of the former GB&W system, the eastern portion of the network lacked volume; most lines east of Plover were removed and rights-of-way abandoned or sold by WCL to the Wisconsin DNR between 1994 and 2001. A 24-mile segment of the former C&NW line south of Eden through West Bend was placed in rails-to-trails status in 200386.
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Even with abandonments through the 1990s, WCL and its subsidiaries grew to comprise a nearly 2,900-mile system across the Upper Midwest. This included the 1997 acquisition (under its Sault Ste. Marie Bridge Company subsidiary) from Union Pacific of 220 miles of former C&NW track between Green Bay, WI and Ishpeming, MI, via Marinette, WI and Escanaba, MI87. Meanwhile, Canadian National (CN) became increasingly reliant on WCL as a bridge line from western Canada to Chicago, via Superior, under a 1996 partnership between CN, WCL, and CSX for a transcontinental intermodal shipping corridor88. This link became even more crucial in 1998, when CN acquired Illinois Central, providing CN with direct access to ports along the Gulf of Mexico89. In 2001, WCL was acquired by CN for $800 million, plus assumption of $400 million in WCL debt90.
Even as the pre-sale WCL had pared back its system (especially in the Shawano – White Lake area), the post-sale reductions accelerated the process. The largest pieces to go through formal STB abandonment were from Shawano to Crandon (in 2004) and the Shawano / White Lake areas (in 2008). Many other lines also were placed in rails-to-trails status, including these in or near the study area:
Dresser to Amery (2003; 15.25 miles) Near Crandon to White Lake (2003; 26.00 miles) White Lake to Menomonee County Line (2002, 7.00 miles) Crandon – end of line (2009; 4.62 miles) Shawano – Stockbridge-Munsee (pending; 3.40 miles)
Furthermore, WCL/CN also embargoed service from Prentice west to Ladysmith (40.6 miles; prior to 2008), and from Rhinelander east to Goodman (60 miles; between 2008 and 2012)91. A 40-mile segment that had been embargoed between Ladysmith and Barron was returned to service in 2012 as the explosive growth of frac sand mining generated sufficient revenue to rebuild the track (at a cost of $35 million) and restore service92 93.
One noteworthy short line operating adjacent to the Soo’s historic west-east line is the Marinette, Tomahawk, & Western (MT&W). Its historic customer base was the paper and lumber industry, including multiple facilities in the Tomahawk area. The company’s roots trace to 1894; it was reorganized in 1912 and at that time comprised 44 miles of track extending along five branches out of Tomahawk94. The various branch lines went through partial sales and
Wisconsin Northwoods Freight Rail Market Study Page A1-8 leases, before two timber line extensions were discontinued in the 1920s and early 1930s95. This pared the line to less than 25 miles in 193296. In a 1956 article, the line listed it hauled 3,000 carloads in 1955, with 13.9 miles of operations97.
By 1988, the system was repositioned as a higher-volume switching line, operating along 10 miles of rail with just shy of 11,000 carloads carried. Pulp and paper products (71 percent), waste and scrap (10 percent), and coal (10 percent) were listed as the primary commodities98. The company was sold to a new entity, the Tomahawk Railway (TR), in December 1991; at that time, it comprised 11.4 miles.99 In 1997, the WCL petitioned for and was granted approval to acquire the Tomahawk – Bradley segment of the TR, allowing WCL to cease operating along the parallel Tomahawk – Heafford Junction formerly operated by the Milwaukee Road100. The shortened TR was subsequently acquired by the Genesee & Wyoming in 2005, and currently serves the PCA Containerboard Mill (formerly the Wausau Paper Kraft Mill), interchanging with the Canadian National (which acquired WCL). Commodities transported along its current six- mile system include chemicals, coal, and forest products101.
Chicago & North Western Most of the other rail companies serving northern Wisconsin operated in a south/north direction – connecting ores and timber loads with markets in Milwaukee and Chicago. One of the earliest with a presence in the region was the Chicago & North Western (C&NW). The company’s roots trace to the 1836 charter of the Galena & Chicago Union. Following its initial train operation in 1848, the G&CU continued to build westward across Illinois. By 1859, the C&NW received its charter (from legislatures in both Illinois and Wisconsin). Other predecessor lines were being built in Iowa. In 1864, the G&CU was merged into C&NW. C&NW also acquired the Peninsula Railroad in Michigan that year, signaling corporate interest for looking northward. An ore dock was constructed at Escanaba to bring the ore to smelters around the Great Lakes. In 1866, C&NW added the Chicago and Milwaukee (providing the company a direct route to Milwaukee)102.
In the 1856 Northeast Land Grant, 546,000 acres were reserved for a route to be constructed from Fond du Lac to Marinette. The State Legislature awarded this grant to the Wisconsin Superior Railroad, which was soon consolidated into the C&NW. Construction began in 1858, with completion in 1871.103
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From then on, much of the C&NW’s system was developed through two companies later formally folded into C&NW. Each covered a separate part of the state. Across the Fox Valley and northeastern Wisconsin, the Milwaukee, Lake Shore, & Western (MLS&W) was building a system through construction and acquisition of smaller lines. Following reorganization in 1875, the MLS&W established a large presence in Kaukauna and Appleton. The line that would eventually reach Ashland had been built to Eland by 1880, Antigo by 1881, then to Monico – where one line continued north to Eagle River and Watersmeet, MI (and then west to Ironwood, MI and Hurley), while another branched to Rhinelander and northwest104. By 1884, the MLS&W was shipping tons of ores to Milwaukee by rail; then to Erie, PA by barge105. The MLS&W also built west from Eland to Wausau by 1880, reaching Marshfield in 1890. Other spurs and branches across the region built the MLS&W to an almost 800-mile network in 1890. In the early 1890s, the owners of both C&NW and MLS&N saw value in combining their companies (MLS&N already used C&NW tracks to reach Milwaukee). In 1893, C&NW purchased the MLS&N, consolidating the system that would service northeastern Wisconsin for the next 75 years106.
The C&NW/MLS&N consolidation was abetted by a C&NW line that extended from Oconto (along the Green Bay - Menominee line) west to Gillett, then southwest to Shawano, meeting the MLS&N at Clintonville. This line was built between 1882 and 1884107 108. The availability of timber in northeastern Wisconsin also compelled the C&NW to build a parallel south-north line east of the MLS&W corridor. Using a briefly-existing company, the Wisconsin Northern Railway (not to be confused with other lines of similar naming) was organized in 1896 to build a line from Gillett north to the Upper Peninsula. By 1897, the line reached Wabeno and was merged into the C&NW. By 1899, the line extended to north of Laona, pausing for several years until it was legally granted the right to cross the MStP&SSM’s main line at-grade in 1905. By that time, a small short line, the Laona & Northern, had also established itself to link a major mill with a connection to the MStP&SSM, just west of the C&NW corridor109.
C&NW also looked to improve connections and efficiency through building a line from Manitowoc to Green Bay to Pulaski and Gillett, then from Pulaski to Eland. These lines, completed between 1906 and 1907110 111, provided a southern east-west connection of all three north-south C&NW corridors (its Ashland and Peninsula Divisions) across northeastern Wisconsin. Once the Laona Line reached Saunders, MI (later Scott Lake, just southeast of Iron River, MI), these lines also had a northern connection that skirted along the Michigan-Wisconsin
Wisconsin Northwoods Freight Rail Market Study Page A1-10 border from Menominee, MI to Ashland, WI. Log trains – especially in the winter – dominated the freight traffic of the Laona Line, particularly during the winter months when most harvesting was done. Several lumber mills along the line handled much of the region’s timber output; additional logs were typically sent to Oconto.
A brief growth in traffic in the 1920s was soon followed by the combination of the Great Depression and a drop in timber availability. Through the 1930s and into the 1940s, sidings and coal/oil facilities were pared back along the Laona Line112. To the south, the connection west of Gillett to Shawano and Embarrass was removed between 1937 and 1943113; the stub from Clintonville to Embarrass was off maps by 1948114.
Starting in the early 1950s, the Laona Line’s top commodity shifted to pulpwood, as the poplar trees that sprouted in the wake of deforestation were recognized by the paper industry for their quick growth rates and close proximity to mills115.
Meanwhile, across the Gogebic Range (in MI and WI combined), 3 million to 4 million tons of ore (iron and copper) were shipped each year between 1890 and 1910. After WW I, high-grade ores were less common; larger volumes of lower-grade ore were needed to produce equivalent amounts of steel. Michigan shipped over 18 tons of ore in 1920 – however, volumes fluctuated; the Great Depression reduced ore shipments by more than half.
After WWII, open pit mines and use of low grade ores became more standard practice. A new process, agglomeration, employed a process that first separated ore and rock, then roasted the particles until they formed pellets that could be cost-effectively shipped116.
In western and northwestern Wisconsin, the C&NW banner was carried by a sister operating company, the Chicago, St. Paul, Minneapolis, & Omaha (CStPM&O, or the Omaha Road). The Omaha was formed through assembly of several predecessor lines in the late 1870s and 1880s, including the North Wisconsin and West Wisconsin117. These predecessor lines were noted for use of land grants in assembling their corridors, including an 1856 grant for a line from Madison to the St. Croix, then to Lake Superior. This grant had originally been given to a Milwaukee Road predecessor, but subsequent investigation found the legislators who conferred the grant were improperly rewarded, and the grants were re-issued118.
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The C&NW took control of the Omaha in 1882, but management remained semi-independent, with the company headquartered in St. Paul. The primary corridor for the Omaha Road in Wisconsin was Elroy – St. Paul via Eau Claire (completed in 1872 by the predecessor West Wisconsin); this link at Elroy gave C&NW access to the Twin Cities (and later to Superior), while the Omaha was able to advertise a direct Chicago connection.
Over the next two decades, other key corridors were added, mostly through acquisition of short lines. By 1883, the “Great Omaha ‘X’” was established, with two lines crossing at Spooner and Trego to give the visual effect of an ‘X’ on maps. These lines were:
St. Paul to Bayfield via Turtle Lake, Spooner, Hayward, and Washburn (a spur into Ashland was finished in 1885) Eau Claire to Superior via Chippewa Falls, Cameron, Rice Lake, Spooner, and Trego119
The headquarters, shops, and large yard of the Omaha’s northern division was situated at Spooner. The corridor to Ashland became known as the ‘Lumber Line120,’ sending lumber west by rail (to emerging communities across Iowa, Minnesota, and the Dakotas)121 and north to Ashland, where the lumber would be shipped to Great Lakes ports such as Chicago.
Eventually, the Omaha’s spur lines included Merrilan to Marshfield (completed in 1890), Fairchild to Mondovi, Hudson to Ellsworth, Chippewa Falls to Cornell and Hughey, Woodville to Comfort, and Tuscobia (just north of Rice Lake) to Park Falls (completed in 1914)122. The C&NW and Omaha ‘interchange’ points in Wisconsin were at Elroy, Wyeville, Marshfield, and Ashland123 124.
The Omaha system was noted for having a good commodity base. Lumber and other wood products were typically shipped outbound (to Chicago125 or the Prairie States126). Northern Wisconsin also sent fish and dairy products to interchange with the C&NW for Chicago; coal and industrial products came north in return127. Crops such as potatoes and barley were also typical loads in the early- to mid-Twentieth Century128.
The Omaha was noted for commitment to both service and safety; it completed installation of automatic block signals between Elroy and St. Paul in 1913129. Meanwhile, the C&NW had also expedited travel and transportation over its segment between Chicago and the Twin Cities with
Wisconsin Northwoods Freight Rail Market Study Page A1-12 the 1911 completion of the ‘Adams Cutoff.’ This route channeled trains through Milwaukee (instead of Janesville and Madison), then across open country in central Wisconsin, transferring to the Omaha just east of Tomah at Wyeville. However, the growth in auto and truck use, coupled with labor and materials costs, ushered in the era of system retrenchment in the 1920s and 1930s.
The Omaha’s operations were semi-autonomous from the C&NW through 1956; in 1957 C&NW leased the Omaha to end the operational separation; corporate unity was achieved in 1972 with a formal merger130. The merger with the Omaha marked the beginning of C&NW’s large-scale freight service consolidation in Wisconsin, as in 1958 C&NW filed to close 102 one-man stations in Wisconsin131.
Into the 1970s, however, C&NW’s north-south lines served pulpwood shippers. These included the Trego-Bayfield, Land O’ Lakes-Antigo-New London-Appleton, and Tipler-Pulaski-Green Bay. These corridors fed pulpwood to mills in the Fox Valley and Rhinelander. In the area south of US 8, other commodities moved inbound included feed, fertilizer, agricultural or cement lime, tin cans (for canning factories), gas, oil, and coal. Outbound products included canned goods, paper products, cheese, and dried milk. Overhead traffic from Michigan included wood pulp (destined for the Fox River Valley) and metal ores (for Chicago/Gary and other destinations).132
Additional woes befell C&NW’s branches across central and northern Wisconsin, leading to further retrenchment. The Park Falls to Tuscobia branch was abandoned in 1965133. Heavy rains in 1972 led to washouts and the end of the Wisconsin Rapids – Ripon – Fond du Lac line, which had been used for finished paper shipments to Chicago. When a rail detection car was run over the C&NW between Marshfield and Wausau, it found the entire 13-mile segment between Marshfield and Stratford in need of rebuilding; it was embargoed and eventually abandoned134. Abandonment of lines between Washburn and Bayfield was approved in 1977. Tracks from Hayward to Ashland were removed in 1979; the line from Spooner to Hudson was abandoned in 1982135.
Meanwhile, on the state’s eastern side, the 80-mile Gillett – Tipler “Laona Line” was targeted for abandonment by C&NW in 1979. After local opposition failed to stop the process, a consortium, the Forest Transit Commission (FTC), was formed by Forest County and two communities in adjacent counties under the state’s 1978 Freight Rail Preservation Program. The Commission
Wisconsin Northwoods Freight Rail Market Study Page A1-13 formed the Nicolet Badger Northern Railroad (NBNR) and rehabilitated the nearly-40-mile section from Wabeno to Tipler136. NBNR began operation in 1984137, as the Laona & Northern abandoned operation138 and became a seasonal tourist operation139. NBNR exclusively hauled lumber and wood products140 and was operated by the FTC until 1989, when Nicolet Badger Northern, Inc. (NBNI) was established and contracted by FTC to operate along the corridor. By December 1994, NBNI notified its customers that it would cease operations due to financial issues and lack of freight. Rail assets of NBNI were surrendered to the FTC in 1995; abandonment was initiated in 1998141.
C&NW sold its remaining lines north of Cleveland, WI (including inland track from Green Bay through Fond du Lac to Milwaukee) to the Fox River Valley in 1987; these eventually were folded into Wisconsin Central142 and Canadian National before segments were abandoned. When C&NW was purchased by Union Pacific (UP) in April 1995 for $1.1 billion, the 5,600-mile C&NW143 was a far smaller system than the 11,600-mile network that had existed a quarter- century earlier144.
By 1997, the Wisconsin Great Northern (WGN) Railroad began to use the former C&NW/Omaha line between Spooner and Trego for historic excursion trains. In 1998, the Washburn County Transit Commission was formed to acquire (from Union Pacific) the 19-mile corridor connecting Spooner, Trego, and Hayward Junction, near Stanberry (the rail interchange with WCL, later CN)145 146. Acquisition was completed in 1999, with the WGN tasked with reconstruction. Notice to operate was given to the Surface Transportation Board in October, 2000147. This line remains in operation.
Further south, the segment of the former UP/C&NW line from Chippewa Falls to Cameron has been leased by Progressive Rail Incorporated (PGR), a Minnesota-based rail holding/operating company. Recent activity started when Barron and Chippewa County governments formed the West Wisconsin Rail Transit Authority (WWRTA) in November 2001148, as service and track conditions owner/operators UP and CN deteriorated. WWRTA was able to contract with PGR to lease and operate 38.3 miles of UP (ex-C&NW/Omaha) track from the Norma Junction with UP (in Chippewa Falls) to Cameron. PGR operates the segment as Wisconsin Northern (WN). PGR also had lease arrangements for a segment of former CN/Soo Line track from Cameron to Barron, and Cameron to Rice Lake. At that point, CN had filed to abandon the line from Ladysmith to Almena and the Cameron – Rice Lake branch149.
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WWRTA was also able to leverage the WisDOT freight rail programs for funding track improvements with a $2.45 million federal grant for Barron County providing the local match150. In 2009, agreements were in place for CN to sell its segments in the Barron area to PGR, which would have in turn sold them to WisDOT, making them program-eligible151. A January, 2010 resolution affirmed Chippewa County’s commitment to support the WWRTA purchase of the Union Pacific segment from Chippewa Falls to Cameron152.
However, the Surface Transportation Board rejected the purchase and operation plan for the CN segment, while UP opted to retain its ownership of the tracks from Cameron to Chippewa Falls153. Further, the rapid development of frac sand business compelled several sudden changes. First, the UP negotiated with PGR on a new 30-year lease for the Cameron – Chippewa Falls (Norma) line; that lease agreement included incentives based on the percentage of loaded cars interchanged with the UP at Chippewa Falls154. Spurred on by demands from frac sand producers, PGR paid for the improvements to the line. With freight service secured, the WWRTA no longer proved necessary, and its dissolution began with Chippewa County voting to leave the pact in July of 2012155.
Meanwhile, CN (under its WCL holding) collaborated with PGR in July 2012, petitioning the STB for an effective transfer of service, with CN resuming operations from Ladysmith west to Barron and Almena, and north from Cameron to Rice Lake156. Once the STB decision was in place, CN announced it was investing $35 million to rebuild 40 miles of track west of Ladysmith157.
Both of these investments were driven by the explosive growth of the frac sand industry in the region. Carloads rose from 2,000 per year to 3,000 per month along the PGR line north of Chippewa Falls158. In light of the success of that sector, the Barron County Board voted to dissolve the WWRTA in 2011, transferring the $2.45 million grant to CN in order to secure upgrades and service along the Cameron to Rice Lake segment159.
At present, the only former C&NW lines currently owned and operated by Union Pacific are the parallel lines between Chicago and Milwaukee; the main line from Milwaukee to the Twin Cities via Adams, Wyeville, and Eau Claire; a line from Chicago to Janesville and Evansville via Crystal Lake and Harvard; a stubbed former main from Milwaukee to Sheboygan; a spur through Watertown, Johnson Creek, and Jefferson to Ft. Atkinson; a spur from Eau Claire to
Wisconsin Northwoods Freight Rail Market Study Page A1-15
Chippewa Falls, and small industrial spurs around Milwaukee. UP also has trackage rights on CN from Necedah through Wisconsin Rapids and Junction City to Duluth; and on CP from Tunnel City to La Crosse160.
The Milwaukee Road The other major north-south railroad company across northern Wisconsin was the Chicago, Milwaukee, St. Paul, & Pacific (CMStP&P), better known as The Milwaukee Road. The Milwaukee’s two corridors to the north included Green Bay – Iron Mountain, MI (with a branch to Marinette) and New Lisbon – Woodruff via Wisconsin Rapids, Wausau, Merrill, and Rhinelander.
The company’s roots trace to 1847 as the Milwaukee & Waukesha; it was renamed the Milwaukee & Mississippi and construction began in 1850, building westward from Milwaukee. Waukesha was reached in 1851; Madison, in 1854; and Prairie du Chien in 1857. Meanwhile, another company, the La Crosse & Milwaukee, received its charter in 1852. Two years later, it consolidated with a third company, the Milwaukee, Fond du Lac & Green Bay Railroad. By 1855, this company reached Horicon; Portage was reached a year later. The financial panic of 1857-58 brought both companies to bankruptcy, reorganization, and re-naming: as the Milwaukee & Prairie du Chien and the Milwaukee & St. Paul Railways. After the Civil War, these companies (along with many others in the central and western parts of the state, plus an Iowa line) were consolidated into the Milwaukee & St. Paul161.
The La Crosse and Milwaukee had originally been granted large tracts for route construction along a Madison – Portage – Tomah – Hudson – Superior – Bayfield corridor in the 1856 Northwest Land Grant. However, investigations discovered that the LC&M had improperly rewarded legislators for their vote to confer it the grant. Legal battles lasted until 1863, when the grant that would eventually tally 2.27 million acres was split up amongst several other companies, most of which would eventually be part of the C&NW162.
A combination of construction and acquisition expanded the Milwaukee & St. Paul – with a second line to St. Paul and a line from Milwaukee to Chicago, both achieved in 1872. The company changed its name to the Chicago, Milwaukee & St. Paul (CM&StP) in 1874163; at that point it took on the “Milwaukee Road” identity it and its successors would carry for more than a century164. At that point, the company made one of its first ventures into northern Wisconsin; a
Wisconsin Northwoods Freight Rail Market Study Page A1-16 forked spur line off of the Chicago – Twin Cities main line to Menomonie and Eau Claire/Chippewa Falls was completed in 1882.
The 1880s marked the acquisition of two key extensions into Northern Wisconsin. In central Wisconsin, the Wisconsin River Valley Line was a trunk line that was initially built out from Tomah to Babcock and Wisconsin Rapids in 1873; it reached Wausau in 1874; and Merrill in 1879. After the CM&StP acquired the line in 1880, it continued the northern extension to Tomahawk in 1887, then to Woodruff and Star Lake by 1895. This line’s northernmost extension barely crossed into the Upper Peninsula, north of Boulder Junction to Blue Bill by 1908. Within two decades, the lines north of Woodruff into Michigan were pared back165. By 1948, the Star Lake spur was also removed from service166. Other spurs off this trunk line that were still in service in 1926 included Babcock to Dexterville and Pittsville (1883) Nekoosa (1896); from Otis east to Gleason, then splitting north and south (1904); and Merrill to the northwest (1914). Several extensions and branches off of these lines were already out of service by 1926.
To better incorporate this trunk line into its system, the CM&StP extended an 1878 spur from New Lisbon to Necedah, connecting Necedah with Babcock by 1891. This connection bypassed Tomah and gave the CM&StP a shorter connection to Milwaukee and Chicago; the Tomah to Babcock segment (along with spurs into what are now the Necedah National Wildlife Refuge and the Central Wisconsin Conservation Area) were removed from service prior to 1926167.
The segments north of Green Bay were also connected in the 1880s and early 1890s, mostly under predecessor company Milwaukee & Northern (M&N). That company formed in 1870; by 1873, it has completed a trunk line from Milwaukee to Green Bay, with a spur to Menasha, Neenah, and Appleton. That year, the M&N was leased by Wisconsin Central, which kept it until 1880. Through the 1880s, the M&N went through a series of legal reorganizations and consolidations under the control of the CM&StP168, even as construction was underway. Stiles was reached in 1881; Crivitz in 1883; Menominee and Pembine in 1884; and Iron Mountain, MI in 1886. The next few years linked the Milwaukee to previous mining lines in the Upper Peninsula (Channing and Champion). Finally, in 1891, the M&N was sold to the CM&StP. By 1893, the line was complete to the Lake Superior port of Ontonagon, MI. A handful of short,
Wisconsin Northwoods Freight Rail Market Study Page A1-17 briefly-used spurs followed169. Of note, nearly 90 years later, what had been the M&N system would be sold to the Escanaba & Lake Superior.
The CM&StP management still sought to match Great Northern and Northern Pacific for access to the Pacific Northwest, and spent the first decade of the Twentieth Century financing and constructing what would become the last transcontinental rail line; it was completed (at great cost) in 1909. This outlay, plus the wear of service under nationalization during World War I, moved the CM&StP into bankruptcy by 1925. Two years later, under new management, and a new name (the Chicago, Milwaukee, St. Paul & Pacific), the Milwaukee Road came into fruition.
With a visually-stunning and swift streamlined series of passenger trains (The Hiawathas), coupled with the increased passenger and freight traffic during World War II, the Milwaukee was able to survive the Great Depression, then stabilize and emerge from bankruptcy in 1945170. As steam transitioned into diesel, the far-flung Milwaukee Road system was dragged down economically by low-volume rural branch lines across the Midwest and Great Plains, by the growth of trucking and the Interstate Highway System, by regulatory constraints, and by deferred maintenance. Questionable management presided over asset sales and minimal abandonments of low-volume lines, failing to bring solvency. In 1977, the Milwaukee went into reorganization under bankruptcy laws, and over the next several years portions of its southern Wisconsin lines were abandoned or sold to small operators171.
The former Milwaukee Road line southwest from Eau Claire was briefly operated as the Chippewa River Road (CRR), extending along a 33-mile segment from Eau Claire to Durand. It ceased operation in 1981 due to structural concerns for the bridge in Eau Claire over the Chippewa River and due to one prospective customer, Northern States Power, not constructing a power plant on the line172.
In March 1980, the Milwaukee Road’s former M&N trunk line north of Green Bay – to Channing and Ontonagon, MI – was sold to the Escanaba & Lake Superior (E&LS)173. The Milwaukee lingered until its remaining assets – including the Central Wisconsin trunk line – were sold to the Soo Line in 1985174. Other than the mainline from Chicago to Milwaukee, Portage, Tomah, La Crosse, and St. Paul, the Soo spun the rest of the lines off to Wisconsin Central, Limited175. The former Milwaukee Road line from New Lisbon to Heafford Junction (north of Tomahawk)
Wisconsin Northwoods Freight Rail Market Study Page A1-18 remains in service under Canadian National ownership. The former mainline between Chicago and Minneapolis is now operated as part of the Canadian Pacific Rail System176.
The E&LS was developed as a timber and logging rail company. Its first lines were built in 1897. Soon, it added ore as a primary cargo. As those two markets dwindled, the E&LS stayed solvent as the originating line for industrial shipments out of manufacturing facilities in Escanaba. By 1950, the company covered 95 miles of track, with about two-thirds of that main line from Escanaba to Channing177.
The E&LS’s 1980 acquisition of the Milwaukee Road trackage from Green Bay to Channing, Stiles to Oconto Falls, Channing to Ontonagon, and Channing to Republic, changed the company significantly. First, it increased the operating mileage almost four-fold. Second, it gave the line much greater access for interchange. Following a 1986 court case, the E&LS gained the right to purchase the former Milwaukee Road corridor from Crivitz to Marinette178. The purchase of these former Milwaukee lines also helped reinforce the company’s customer base. Shipped loads included medium corrugated or pulpboard, scrap paper, woodpulp, pulpwood logs, oriented strand board, lumber, wood bark, canned goods, steel, scrap metal, aggregate, chemicals, and agricultural items such as corn, grains, feed, and fertilizers. In 1988, the E&LS’s commodity base was dominated by pulp & paper products (80 percent), followed by waste and scrap (13 percent)179.
In recent years, E&LS was able to get trackage rights on Canadian National’s old Soo Line main line between Escanaba and Pembine. Although company maps still show service on the original corridor (Wells – Channing) and to Ontonagon, other reports indicate these lines are no longer in service180.
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Appendix 2: County Freight Profiles
The following section contains economic and freight activity analyses for each county in the Northwoods Rail Transit Commission study area.
Wisconsin Northwoods Freight Rail Market Study Page A2-1
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BARRON COUNTY FREIGHT PROFILE
Economy Barron County in a snapshot
Barron County’s main industries are manufacturing, retail trade, construction, agriculture and public 45,870 people services. Frac sand mining has grown in the last few Approximately 1,323 non-farm years. Some prominent employers include: businesses
Approximately 91 Jenni-O Turkey Store, Inc. manufacturing facilities St. Croix Casino Turtle Lake Lakeview Medical Center Interstate, state and county Rice Lake Weighing Systems, Inc. highways used by thousands of Barron Medical Center trucks every year Rice Lake Public School District Most freight is transported by Wal-Mart truck and travels to other County of Barron counties in Wisconsin. Barron Area School District Canadian National Railway has Co-op Educational Service Agency (CESA) recently restored rail service in #11 Barron County to serve the frac Source: Wisconsin Department of Workforce sand industry. Development 2012 Source: U.S. Census Bureau 2010, Wisconsin Department of Workforce Development 2012, IHS/Global Insight Transearch database 2011
The rail site shown above, in Almena, is part of a rail line that has been rehabbed and returned to service as of
December 2012. A Jennie-O facility in Barron
Population growth 1970-2010 2007-2011 Median household CENSUS CENSUS 1970-2010 income, inflation adjusted COUNTY 1970 2010 % Change 2011 dollars
BARRON 33,955 45,870 35% Barron County: $44,086 STATE TOTAL 4,419,791 5,688,996 29% Wisconsin: $52,374
Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-3
Employment # Average Average Industry Annual Employees Approximately 20,282 people Agriculture Forestry Fishing & EstablishmentsS S work in about 1,328 businesses in Hunting Barron County. Thirty percent of Mining Quarrying & Oil & Gas S S the persons are employed in Extraction freight-intensive industries such Utilities 4 68 as manufacturing, resource extraction, construction, Construction 133 578 wholesale trade, and agriculture, forestry, fishing and hunting. Manufacturing 91 5,148
Wholesale Trade 57 452
Retail Trade 209 2,878
Transportation & 68 597 Warehousing Information 14 213
Finance & Insurance 64 514
Real Estate & Rental & 38 101 Leasing Professional & Technical 59 282 Services Management of Companies & 5 68 Enterprises Administrative & Waste 68 589 Services Educational Services 36 1,532
Health Care & Social 112 2,555 Assistance Arts Entertainment & 21 907 Recreation Accommodation & Food 143 1,502 Services Other Services Except Public 104 456 Administration Public Administration 58 1,408
Source: Wisconsin Department of Unclassified 0 0 Workforce Development 2012 S=Suppressed
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Truck Rail 2% The majority of products shipped to and from Barron County were transported by truck, and just two percent was transported by rail. 98%
Major truck trading partners included other Wisconsin counties, Minnesota, Iowa, Illinois and Texas.
Barron County’s major rail trading partners were Texas, Minnesota, Canada, Oregon and Missouri. Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating - Truck, 2011 Major Trading Partners, Originating - Truck, State Truck Tons 2011 Wisconsin 724,047 State Truck Tons Minnesota 454,846 Minnesota 689,288 Texas 48,286 Wisconsin 561,727 Illinois 33,650 Iowa 31,837 Iowa 21,168 Illinois 27,658 Florida 15,211 Texas 18,489 Louisiana 14,270 Florida 12,382 California 9,220 Massachusetts 10,868 Massachusetts 4,697 Michigan 9,323 Michigan 5,632 California 7,849 North Carolina 7,635 Indiana 6,140 Indiana 5,462 North Carolina 4,521 South Carolina 7,727 South Carolina 3,833 Louisiana 3,213
Major Trading Partners, Terminating - Rail, 2011 Major Trading Partners, Originating - Rail, State Rail Tons 2011 Minnesota 19,360 State Rail Tons Saskatchewan, Canada 4,080 Texas 21,963 British Columbia, Canada 3,800 Illinois 920 Oregon 3,640 Missouri 2,976
Wisconsin Northwoods Freight Rail Market Study Page A2-5
FREIGHT MOVEMENT AND MODES
Almost six million tons of products were shipped to, from and within Barron County in 2011 using local and state roads as well as rail infrastructure.
Barron County is in the North Country Corridor of the Wisconsin Department of Transportation’s long- range plan, Connections 2030. Truck traffic along the corridor is low and is projected to be low to
medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Terminating
Definitions: Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities shipped out of the county to other Internal Wisconsin counties and other states. Originating Internal Tonnage: Goods that are
shipped from one destination in the county to another destination within the county. Tonnage and Direction, 2011 *Tonnage amounts do not include Truck Rail “overhead tonnage”, products that pass through the county and are not picked up or 1,500,351 dropped off in the county. 1,418,379
199,883
33,856 22,883 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-6
MAJOR COMMODITIES BARRON COUNTY - TRUCK
Major commodities shipped by truck to and from Barron County in 2011 were farm products, lumber or wood products, and nonmetallic minerals.
Farm products, mostly grain, dairy products and field crops, were
shipped to Rochester (MN), Marathon County (WI), St. Louis County (MN) Commodity Terminating Truck Tons and several other Minnesota counties. Farm Products 389,873
Nonmetallic Minerals 362,699 Lumber or wood products were Food or Kindred Products 166,954 shipped to eastern Wisconsin counties Secondary Traffic 154,492 and western Minnesota counties.
Lumber or Wood Products 78,364 Major recipients of primary forest Chemicals or Allied Products 59,782 materials were Price County (WI), Eau Clay, concrete, glass or Stone 43,465 Claire County (WI) and Trempealeau Petroleum or Coal Products 37,641 County (WI). Plywood or veneer was Waste or Scrap Materials 31,785 shipped to the Minnesota (MN) region
Primary Metal Products 23,767 and Des Moines (IA).
Barron County did not ship out Commodity Originating Truck Tons nonmetallic minerals in 2011. Farm Products 844,126 Farm products shipped to Barron Food or Kindred Products 384,286 Lumber or Wood Products 114,692 County included grain, livestock and Clay, concrete, glass or Stone 48,394 live poultry from the Minneapolis Fabricated Metal Products 40,358 (MN) region, grain from Marathon Machinery 22,497 County (WI) and live poultry from Rubber or Misc. Plastics 20,657 Trempealeau County (WI). Printed Matter 8,643 Barron County received most of its Mail or Contract Traffic 4,080 primary forest materials from the Misc Manufacturing Products 3,327 Minneapolis (MN) and Duluth (MN) regions as well as smaller shipments Source: IHS/Global Insight Transearch database 2011 from western Wisconsin counties.
Barron County is a major recipient of nonmetallic minerals. Polk County (WI) ships gravel or sand and broken stone to the county while small amounts are also shipped from western Wisconsin counties and the Rochester (MN) region.
Wisconsin Northwoods Freight Rail Market Study Page A2-7
MAJOR COMMODITIES BARRON COUNTY - RAIL
Major commodities shipped to and Commodity Terminating Rail Tons from Barron County by rail in 2011
Food or Kindred Products 19,360 were nonmetallic minerals, transportation equipment, food or Lumber or Wood Products 7,440 kindred products, and lumber or wood products. Chemicals or Allied Products 4,080 Barron County shipped gravel or Transportation Equipment 2,976 sand to San Antonio (TX) and railroad cars to Cook County (IL).
Commodity Originating Rail Tons Barron County received soybean oil or by - product from Minneapolis Nonmetallic Minerals 21,963 (MN) region and lumber dimension
Transportation Equipment 920 stock and primary forest materials from British Columbia (Canada) Source: IHS/Global Insight Transearch database 2011 and the Portland (OR) region.
Wisconsin Northwoods Freight Rail Market Study Page A2-8
The tables below contain lists of Barron County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Employees Originating Commodities Warehouse & Country Comfort LLC Almena Petroleum Products, Nec Distribution 30 Center Brick, Stone and Related Todd's Redi-Mix CONCRETE LLC Rice Lake Gravel or Sand 20 Material Gravel or Sand Turtle Cemstone Ready Mix Ready-mixed Concrete Ready-mix 70 Lake Concrete, Wet Primary Forest Tri-State Lumber & Land Rice Lake Logging 25 Materials Turtle Dairy Farm Lake Country Dairy Dairy Farm 100 Lake Products
Largest Freight Receivers
Business Location Primary Industry Primary Employees Terminating Commodities Petroleum Country Comfort LLC Almena Petroleum Products, Nec 30 Refining Products Broken Stone or Turtle Cemstone Ready Mix Ready-mixed Concrete Riprap 70 Lake Gravel or Sand Primary Forest Special Product Sawmills, American Excelsior Co. Rice Lake Materials 140 Nec Paper Brick, Stone and Related Todd's Redi-Mix CONCRETE LLC Rice Lake Gravel or Sand 20 Material Broken Stone or Todd's Redi Mix Concrete LLC Rice Lake Ready-mixed Concrete Riprap 20 Gravel or Sand
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-9
FLORENCE COUNTY FREIGHT PROFILE
Economy
Florence County in a snapshot Florence County rests at Michigan’s border. The leisure and hospitality industry sector accounts 4,423 people for the largest share of the county’s workforce, Approximately 106 non-farm but dairies, logging companies and sawmills play a businesses significant role in the economy. Prominent Approximately 13 employers in the county include: manufacturing facilities State and county highways Florence Public School District used by thousands of trucks County of Florence every year Beverly Health & Rehabilitation Most freight is transported by Pride Manufacturing truck and travels to other Florence Hardwoods LLC counties in Wisconsin. Aurora Liquors The county’s rail line, on its Aurora Casting Services west side, has been converted Bartoletti’s to a trail. State Bank of Florence El Capitan, Inc. Source: U.S. Census Bureau 2010, Wisconsin Department of Workforce Source: Wisconsin Department of Workforce Development 2012, IHS/Global Insight Development 2012 Transearch database 2011
Population growth 1970-2010
1970- CENSUS CENSUS 2007-2011 Median household COUNTY 2010 % 1970 2010 income, inflation adjusted 2011 Change dollars FLORENCE 3,298 4,423 34% Florence County: $43,000 4,419,791 5,688,996 STATE TOTAL 29% Wisconsin: $52,374 Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-10
Employment # Average Annual Average Florence County’s workforce Industry Establishments Employees Agriculture Forestry Fishing & consists of approximately S S 964 people in about 169 Hunting businesses. About 20 Mining Quarrying & Oil & Gas 0 0 percent of the persons are Extraction employed in freight- Utilities 0 0 intensive industries such as Construction 14 23 manufacturing, construction, wholesale trade, and Manufacturing 13 167 agriculture, forestry, fishing Wholesale Trade 4 6 and hunting. Retail Trade 11 62
Transportation & 6 17 Warehousing Information S S Finance & Insurance 8 44 Real Estate & Rental & Leasing S S Professional & Technical S S Services Management of Companies & Enterprises 0 0 Administrative & Waste 8 31 Services Educational Services 3 108 Health Care & Social Assistance 8 69 Arts Entertainment & S S Recreation Accommodation & Food S S Services Other Services Except Public 27 40 Administration Public Administration 16 165 Source: Wisconsin Unclassified 0 0 Department of Workforce Development 2012 S= Suppressed
Wisconsin Northwoods Freight Rail Market Study Page A2-11
Over 230,000 tons of commodities and products were transported to, from and within Florence County in 2011.
All products were moved by truck. No goods were transported by rail.
Major trading partners were Michigan, other Wisconsin counties, Minnesota and Florida.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating – Truck, 2011 State Truck Tons Michigan 40,663 Wisconsin 32,143 Minnesota 3,460 Louisiana 1,407 Illinois 1,186 Texas 962 Florida 748 Arizona 729 California 609 Mississippi 380
Major Trading Partners, Originating – Truck, 2011 State Truck Tons Wisconsin 95,675 Michigan 17,463 Florida 5,141 Texas 4,609 New York 4,542 California 4,054 Massachusetts 2,048 Nevada 1,420 New Jersey 954 Colorado 844
Wisconsin Northwoods Freight Rail Market Study Page A2-12
FREIGHT MOVEMENT AND MODES
In 2011, more than 87,000 tons of products moved to, from and within Florence County. All products
were shipped by truck.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Definitions:
Terminating Tonnage: Goods shipped Terminating into the county from other Wisconsin counties and other states.
Originating Tonnage: Commodities shipped out of the county to other Wisconsin counties and other states.
Internal Internal Tonnage: Goods that are shipped from one destination in the Originating county to another destination within
the county.
*Tonnage amounts do not include “overhead tonnage”, products that pass through the county and are not picked up or dropped off in Tonnage and Direction, 2011 the county. Truck Rail
147,440
85,204
0 0 345 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-13
MAJOR COMMODITIES IN FLORENCE COUNTY - TRUCK
Major commodities that were moved to, from and within Florence County were lumber or wood products, farm products, fabricated metal products and nonmetallic minerals.
The major recipients for primary forest materials were Brown County (WI), the Michigan portion of the Commodity Originating Truck Tons Green Bay (WI) region, and Marathon Lumber or Wood Products 92,822 County (WI). Major shippers of Farm Products 53,134 primary forest products to Florence Fabricated Metal Products 704 County were Gogebic County (MI), Misc. Manufacturing Products 360 the Michigan portion of Green Bay Printed Matter 267 (WI) region, and Houghton County Furniture or Fixtures 117 (MI). Secondary Traffic 20 Textile Mill Products 10 Major recipients of farm products, Apparel or Related Products 7 such as grain and field crops, were Calumet County (WI), Outagamie County (WI) and Manitowoc County Commodity Terminating Truck Tons (WI). Major shippers of grain and Lumber or Wood Products 41,514 field crops to Florence County were Farm Products 10,819 Ashland County (WI), Marathon Nonmetallic Minerals 10,519 County (WI) and Brown County (WI). Secondary Traffic 9,117 Food or Kindred Products 4,274 The major recipients of Florence Clay, Concrete, Glass or Stone 1,975 County’s metal products were Cook Waste or Scrap Materials 1,895 County (IL), Hennepin County (MN) Petroleum or Coal Products 1,588 and the Minneapolis (MN) region. Forest Products 789 These counties were also the highest shippers of fabricated metal products Source: IHS/Global Insight Transearch database 2011 to Florence County.
Florence County didn’t ship any nonmetallic minerals out in 2011. Major shippers of gravel or sand to the county were Iron County (MI), Keweenaw County (MI) and Langlade
County (WI).
No rail usage according to IHS/Global Insight.
Wisconsin Northwoods Freight Rail Market Study Page A2-14
The tables below contain lists of Florence County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Lumber or Dimension Sawmills and Planing Stock G & G Lumber Florence 11 Mills Misc. Sawmill or Planing Mill
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Sawmills and Planing G & G Lumber Florence Primary Forest Materials 11 Mills Riverside Liquor Warehouse & Florence Liquor Store 20 Spa/Pool Distribution Center
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-15
FOREST COUNTY FREIGHT PROFILE
Economy Forest County in a snapshot Forest County is a predominantly rural county with an economy driven by forestry, tourism and 9,304 people recreation that fluctuates with seasonal weather. More than 230 non-farm Major local employers include: businesses Forest County Potawatomi Community Approximately 17 Potawatomi Carter Casino Hotel manufacturing facilities School District of Crandon State and county highways Grand Royale & Regency Resort used by thousands of County of Forest trucks every year School District of Wabeno Area J Schaefer Enterprises, Inc. On Forest County’s east AGI Healthcare of Crandon side is a Rails-to-Trails trail Mole Lake Band of Lake Superior Chippewa converted from a former Forest Service - Management Data Service rail line. Center Most freight is transported by truck and travels to Source: Wisconsin Department of Workforce other counties in Development 2012 Wisconsin.
Source: U.S. Census Bureau 2010, Wisconsin Department of Workforce Development 2012, IHS/Global Insight Transearch database 2011
Mural in Laona
Population growth 1970-2010 2007-2011 Median household 1970- CENSUS CENSUS income, inflation adjusted 2011 COUNTY 2010 % 1970 2010 Change dollars
FOREST 7,691 9,304 21% Forest County: $38,176 Wisconsin: $52,374 STATE TOTAL 4,419,791 5,688,996 29%
Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
4,419,791 5,688,996 29% Wisconsin Northwoods Freight Rail Market Study Page A2-16
# Average Annual Average Employment Industry Establishments Employees Agriculture Forestry Fishing & S S Around 3,119 people are Hunting employed in over 300 Mining Quarrying & Oil & Gas S S businesses in Forest County. Extraction About 10 percent are Utilities S S employed in freight-intensive industries such as Construction 27 70 manufacturing, resource Manufacturing 17 228 extraction, construction, wholesale trade, and Wholesale Trade S S agriculture, forestry, fishing Retail Trade 31 279 and hunting. Transportation & 43 134 Warehousing Information S S Finance & Insurance 11 69 Real Estate & Rental & 6 11 Leasing Professional & Technical Services 7 87 Management of Companies & 0 0 Enterprises Administrative & Waste 4 9 Services Educational Services 5 295
Health Care & Social 26 239 Assistance Arts Entertainment & 6 385 Recreation Accommodation & Food 29 202 Services Other Services Except Public S S Administration Public Administration 27 945
Source: Wisconsin Unclassified 0 0 Department of Workforce S=Suppressed Development 2012
Wisconsin Northwoods Freight Rail Market Study Page A2-17
In 2011, all of Forest County freight was shipped by truck. Almost 700,000 tons of commodities were shipped to, from and within the county.
Major trading partners were other Wisconsin counties, Minnesota, Michigan, Illinois, Louisiana and California.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating - Truck, 2011 State Truck Tons Wisconsin 95,720 Michigan 49,005 Minnesota 8,474 Illinois 3,367 Louisiana 3,206 Indiana 2,639 Texas 2,548 Iowa 1,866 Arizona 1,582 Florida 1,512
Major Trading Partners, Originating - Truck, 2011 State Truck Tons Wisconsin 431,746 Michigan 55,645 Minnesota 16,401 Illinois 2,821 California 2,237 Texas 988 Ontario, Canada 912 Iowa 911 Florida 595 North Dakota 581
Wisconsin Northwoods Freight Rail Market Study Page A2-18
FREIGHT MOVEMENT AND MODES
The primary highway in Forest County, USH 8, is located near a rail line that was formerly in service. All rail stations in the county are currently closed.
Truck volume along all segments of US 8 is low and is projected to be low to medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Definitions: Terminating
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities shipped out of the county to other Wisconsin counties and other states. Internal Internal Tonnage: Goods that are shipped from one destination in the county to another destination within the county. Originating *Tonnage amounts do not include “overhead tonnage”, products that pass through the county and are not picked up or dropped off in Tonnage and Direction, 2011 the county. Truck Rail
516,049
177,820
0 0 2,715 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-19
MAJOR COMMODITIES IN FOREST COUNTY
Major commodities shipped to and from Forest
County in 2011 included lumber or wood products, nonmetallic minerals, and farm products.
Terminating Forest County shipped mostly primary forest Commodity Truck Tons materials, sawmill or planing materials, and Lumber or Wood Products 73,206 millwork or cabinetwork to Brown County (WI), Nonmetallic Minerals 39,802 Marathon County (WI), the Michigan Portion of Secondary Traffic 18,701 the Green Bay region, and Outagamie County (WI). Farm Products 16,829 Major forest products shipped to the county were Food or Kindred Products 7,771 primary forest materials, sawmill or planing Clay, Concrete, Glass or Stone 7,009 materials, and treated wood products. These Waste or Scrap Materials 3,853 products originated in Gogebic County (MI), the Forest Products 2,000 Michigan Portion of the Green Bay region, Transportation Equipment 1,441 Ontonagon County (MI) and St. Louis County (MN). Petroleum or Coal Products 1,297 Nonmetallic minerals shipped from Forest County Originating to other counties consisted of broken stone, Commodity Truck Tons miscellaneous nonmetallic minerals, and chemical or fertilizer minerals that ended up in Oneida Lumber or Wood Products 309,689 County (WI), Langlade County (WI), Ontario Nonmetallic Minerals 112,735 (Canada) and Toronto (Canada). Farm Products 68,417 Transportation Equipment 8,844 Gravel or sand made up the highest tonnage of Clay, Concrete, Glass or Stone 6,852 nonmetallic minerals shipped to Forest County; Waste or Scrap Materials 5,363 the heaviest shipments arrived from Langlade Fabricated Metal Products 921 County (WI). Food or Kindred Products 860 Mail or Contract Traffic 773 Major farm products shipped from Forest County Rubber or Misc. Plastics 501 were grain, field crops, and dairy farm products. They were shipped to Calumet County (WI), Manitowoc County (WI) and Outagamie County Source: IHS/Global Insight Transearch (WI). database 2011 Field crops and grains made up the majority of
farms products that were shipped to Forest County. The heaviest shipments came from Clark County (WI), Ashland County (WI) and Portage County (WI).
No rail usage according to IHS/Global Insight.
Wisconsin Northwoods Freight Rail Market Study Page A2-20
The tables below contain lists of Forest County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Petroleum Warehouse & Yaeger Oil Co. Laona 17 Products, Nec Distribution Center Primary Forest Ken Mihalko & Sons Inc. Crandon Logging 10 Materials Primary Forest Materials Charles Mihalko & Sons Crandon Logging 12 Misc. Sawmill or Planing Mill Misc. Sawmill or Sawmills and Planing Mill Nicolet Hardwoods Corp. Laona 65 Planing Mills Warehouse & Distribution Center Ready-mix Concrete, Mel Flannery Trucking Co. Crandon Excavation Work Wet 26 Gravel or Sand
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Petroleum Petroleum Refining Yaeger Oil Co. Laona 17 Products Products Primary Forest Sawmills and Materials Nicolet Hardwoods Corp. Laona 65 Planing Mills Misc. Sawmill or Planing Mill Gravel or Sand Mel Flannery Trucking Co. Crandon Excavation Work Warehouse & 26 Distribution Center Primary Forest Charles Mihalko & Sons Crandon Logging 12 Materials Primary Forest Ken Mihalko & Sons Inc. Crandon Logging 10 Materials
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-21
LANGLADE COUNTY FREIGHT PROFILE
Economy Langlade County in a snapshot Langlade County is a predominantly rural county, offering abundant recreational opportunities with 19,977 people over 800 lakes, 225 streams, 200 spring ponds and Approximately 587 non-farm the Wolf River. Major commodities being shipped businesses to and from the county include gravel/sand, Approximately 45 manufacturing primary forest materials, and facilities warehouse/distribution products. Major US, state and county highways employers include: transport a low volume of trucks every year. Langlade Memorial Hospital Most freight is transported by Unified School District of Antigo truck and travels to other Amron Corporation Wal-mart counties in Wisconsin. County of Langlade The north-south CN rail line has Eastview Medical & Rehabilitation Center been converted to a Rails-to- Plaspack U.S.A., Inc. Trails trail. Covantage Credit Union Fleet Wholesale Supply Company Source: U.S. Census Bureau 2010, City of Antigo Wisconsin Department of Workforce Development 2012, IHS/Global Source: Wisconsin Department of Workforce Insight Transearch database 2011 Development 2012
Population growth 1970-2010
1970- 2007-2011 Median household CENSUS CENSUS COUNTY 2010 % 1970 2010 income, inflation adjusted 2011 Change dollars LANGLADE 19,220 19,977 4% Langlade County: $42,045 STATE TOTAL 4,419,791 5,688,996 29% Wisconsin: $52,374
Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-22
Employment # Average Annual Average Approximately 7,474 people Industry Establishments Employees Source:are employed Wisconsin in Langlade Department Agriculture Forestry Fishing & S S County, in about 614 Hunting businesses. About 26 percent Mining Quarrying & Oil & Gas S S are employed in freight- Extraction intensive industries such as Utilities 4 32 manufacturing, resource Construction 57 188 extraction, construction, Manufacturing 45 1,516 wholesale trade, and agriculture, forestry, fishing Wholesale Trade 28 232 and hunting. Retail Trade 82 1,263 Transportation & 45 371 Warehousing Information 8 67 Finance & Insurance 22 221 Real Estate & Rental & 12 21 Leasing Professional & Technical 20 111 Services Management of Companies & 3 24 Enterprises
Administrative & Waste 20 95 Services Educational Services 12 518 Health Care & Social Assistance 53 970 Arts Entertainment & 9 46 Recreation Accommodation & Food 57 727 Services Other Services Excluding 71 213 Public Administration Public Administration 31 436 Unclassified 0 0 Source: Wisconsin Department of Workforce Development 2012 S=Suppressed
Wisconsin Northwoods Freight Rail Market Study Page A2-23
Most of Langlade County’s freight was shipped by truck in 2011, while none was moved by rail.
Major trade partners included other Wisconsin counties, Michigan, Minnesota, Indiana and Texas.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating – Truck, 2011 State Truck Tons Wisconsin 461,489 Michigan 34,244 Texas 32,898 Minnesota 29,212 Illinois 16,847 Louisiana 8,473 Iowa 5,621 Indiana 5,248 Ontario, Canada 4,278 South Carolina 4,229
Major Trading Partners, Originating – Truck, 2011 State Truck Tons Wisconsin 3,416,169 Michigan 69,102 Minnesota 27,317 Indiana 13,702 Illinois 9,773 Texas 9,418 Ontario, Canada 8,893 Iowa 7,888 Massachusetts 5,599 Ohio 5,025
Wisconsin Northwoods Freight Rail Market Study Page A2-24
FREIGHT MOVEMENT AND MODES
In 2011, Langlade County businesses shipped all of their freight by truck, utilizing state and local road
infrastructure.
Langlade County is part of the Northwoods Connector and Wisconsin Heartland Corridors in WisDOT’s long-range transportation plan, Connections 2030. The Northwoods Connector links east central Wisconsin to northern Wisconsin. It serves the tourism and agricultural industries, particularly Langlade County’s potato companies. Current truck capacity is low and is projected to be medium by 2030. The Wisconsin Heartland Corridor connects Green Bay, Wausau, and Eau Claire to the Twin Cities in Minnesota. This provides a critical link to tourism, agricultural and manufacturing destinations. The truck volumes are medium and are projected to be medium to high by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Terminating Definitions:
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities Internal shipped out of the county to other Wisconsin counties and other states. Originating Internal Tonnage: Goods that are shipped from one destination in the county to another destination Tonnage and Direction, 2011 within the county. Truck Rail *Tonnage amounts do not include 3,625,323 “overhead tonnage”, products that pass through the county and are not picked up or dropped off in the county.
633,049
0 0 115,449 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-25
MAJOR COMMODITIES IN LANGLADE COUNTY - TRUCK
Langlade County’s major freight shipments in 2011 consisted of nonmetallic minerals, farm products, and lumber or wood products. Commodity Terminating Truck Tons Nonmetallic Minerals 254,721 Langlade County shipped Farm Products 70,829 nonmetallic mineral products, Lumber or Wood Products 64,817 mostly gravel or sand, to Wood Secondary Traffic 56,963 County (WI), Marathon County Food or Kindred Products 44,091 (WI) and Oneida County (WI). The Chemicals or Allied Products 40,843 county received broken stone or Clay, Concrete, Glass or Stone 28,088 riprap, and gravel or sand, from Primary Metal Products 16,943 Langlade County (WI), Marinette Waste or Scrap Materials 14,661 County (WI) and Winnebago Petroleum or Coal Products 8,474 County (WI).
Langlade County shipped farm Commodity Originating Truck Tons products, such as grain, field Nonmetallic Minerals 3,046,646 crops, and dairy farm products to Farm Products 405,812 Dodge County (WI), Outagamie Lumber or Wood Products 98,384 County (WI) and Sheboygan Machinery 20,285 County (WI). Langlade County Rubber or Misc. Plastics 15,153 was a major recipient of field Food or Kindred Products 14,291 crops, grain and livestock shipped Clay, Concrete, Glass or Stone 9,763 from Chippewa County (WI), Eau Printed Matter 4,180 Claire County (WI) and Rusk Secondary Traffic 2,382 County (WI). Ordnance or Accessories 1,957 Langlade County shipped sawmill or planing materials, cabinetwork Source: IHS/Global Insight Transearch database 2011 and primary forest products to Brown County (WI), Outagamie County (WI) and Winnebago County (WI). Langlade County mostly received primary forest materials from Ontonagon
County (MI), Forest County (WI) No rail usage according to IHS/Global Insight. and St. Louis County (MN).
Wisconsin Northwoods Freight Rail Market Study Page A2-26
The tables below contain lists of Langlade County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Single-family Housing Duffek Sand & Gravel Antigo Gravel or Sand 100 Construction
Meverden Trucking-Meverden Antigo Excavation Work Gravel or Sand 15
Scrap and Waste Warehouse & Waste Management Inc. Antigo 60 Materials Distribution Center Lime or Lime Plaster Servco FS Antigo Lime Nonmetallic 50 Minerals Warehouse & Meats and Meat Edelman Meats Inc. Antigo Distribution Center 16 Products Meat, Fresh Frozen
Largest Freight Receivers
Business Location Primary Industry Primary Employees Terminating Commodities Gravel or Sand Single-family Housing Duffek Sand & Gravel Antigo Warehouse & 100 Construction Distribution Primary Forest Sawmills and Planing Materials Kretz Lumber Co. Inc. Antigo 170 Mills, General Misc. Sawmill or Planing Mill Gravel or Sand Meverden Trucking-Meverden Antigo Excavation Work Broken Stone or 15 Riprap Misc. Sawmill or White Hardwood Dimension Planing Mill Robbins Inc. 80 Lake and Flooring Mills Primary Forest Materials Paper Waste or Scrap and Waste Scrap Waste Management Inc. Antigo 60 Materials Metal Scrap or Tailings
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-27
LINCOLN COUNTY FREIGHT PROFILE
0 Economy Lincoln County in a snapshot Lincoln County’s economy is predominated by manufacturing, retail trade and government services. 28,743 people Major freight-related industries include industrial Approximately 704 non-farm paper, petroleum products and lumber. Some businesses prominent employers are: Approximately 48 manufacturing facilities Church Mutual Insurance Company Interstate, state and county Merrill Public School District highways used by thousands Packaging Corporation of America of trucks every year County of Lincoln The Canadian National rail line Department of Corrections south of Heafford Junction is Harley-Davidson Motor Company active. School District of Tomahawk Most freight is transported by Semling Menke Company, Inc. truck and travels to other Wienbrenner Shoe-Merrill counties in Wisconsin. Lincoln Wood Products, Inc. Source: U.S. Census Bureau 2010, Source: Wisconsin Department of Workforce Wisconsin Department of Workforce Development 2012 Development 2012, IHS/Global Insight Transearch database 2011
Log truck in Lincoln County
Population growth 1970-2010 2007-2011 Median household income, inflation adjusted 2011 CENSUS CENSUS 1970-2010 % COUNTY dollars 1970 2010 Change Lincoln County: $47,426 LINCOLN 23,499 28,743 22% Wisconsin: $52,374 STATE TOTAL 4,419,791 5,688,996 29% Source: U.S. Census Bureau Source: U.S. Census Bureau 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-28
Employment # Average Annual Average About 10,173 people are Industry Establishments Employees
employed in approximately Agriculture Forestry Fishing & S S 718 businesses in Lincoln Hunting County. About 31 percent Mining Quarrying & Oil & Gas are employed in freight- S S intensive industries such as Extraction manufacturing, resource Utilities 7 41 extraction, construction, Construction 78 351 wholesale trade, and Manufacturing 48 2,478 agriculture, forestry, fishing Wholesale Trade 26 304 and hunting. Retail Trade 101 1,228 Transportation & 42 462 Warehousing Information S S Finance & Insurance 37 905 Real Estate & Rental & 13 39 Leasing Professional & Technical S S Services Management of Companies & S S Enterprises Administrative & Waste 27 143 Services Educational Services 7 729 Health Care & Social 61 942 Assistance Arts Entertainment & 9 105 Recreation Accommodation & Food 87 734 Services Other Services Except Public 69 262 Administration Public Administration 38 962 Source: Wisconsin Department Unclassified S S of Workforce Development 2012 S=Suppressed
Wisconsin Northwoods Freight Rail Market Study Page A2-29
Truck Rail Lincoln County freight was shipped by truck and rail in 2011. Around 75 percent of freight shipments used truck while over 25 percent used rail. 25%
Major destinations included other Wisconsin counties, Minnesota, Illinois and Missouri. 75%
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating - Truck, 2011 Major Trading Partners, Originating - Truck, State Truck Tons 2011 State Truck Tons Wisconsin 600,671 Wisconsin 386,372 Michigan 72,839 Minnesota 149,759 Minnesota 66,704 Illinois 45,556 Illinois 26,312 Texas 20,030 Texas 24,578 Michigan 12,517 Iowa 13,600 New York 11,450 Louisiana 12,856 Iowa 11,063 Indiana 6,206 Florida 7,430 Florida 5,130 New Jersey 6,162 California 5,046 Indiana 5,976
Major Trading Partners, Terminating – Rail, 2011 Major Trading Partners, Originating - Rail, State Rail Tons 2011 Kentucky 119,664 State Rail Tons Alberta, Canada 16,520 Wisconsin 45,880 Virginia 11,680 Missouri 43,040 Minnesota 7,800 Illinois 38,800 Saskatchewan, Canada 7,760 Minnesota 26,320 British Columbia, Canada 7,480 Nebraska 23,800 Wyoming 3,920 Texas 23,240 Louisiana 3,800 Indiana 17,440 Manitoba, Canada 2,560 Utah 17,240 Illinois 2,200 Ohio 16,240 Virginia 14,640
Wisconsin Northwoods Freight Rail Market Study Page A2-30
FREIGHT MOVEMENT AND MODES
Lincoln County includes US 8 in the northern part of the county and US 51 that runs north/south. The east/west and north/south portions of the Canadian National Railway are still active in the county.
Lincoln County is part of Wisconsin Department of Transportation’s North Country Corridor in Connections 2030, the state’s long-range plan for Wisconsin’s transportation needs. Truck volume along this corridor is low and is projected to be low to medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch
database 2011
Terminating Definitions:
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities shipped out of the Internal county to other Wisconsin counties and other states. Originating Internal Tonnage: Goods that are shipped from one destination in the county to another destination within the county. Tonnage and Direction, 2011 *Tonnage amounts do not include “overhead tonnage”, products that pass Truck Rail through the county and are not picked up or dropped off in the county. 874,408
716,602
350,520
183,384
4,595 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-31
MAJOR COMMODITIES IN LINCOLN COUNTY - TRUCK
Major commodities shipped by truck to, from
and within Lincoln County by truck in 2011 were nonmetallic minerals, lumber or wood products, farm products, and pulp or paper Terminating products. Commodity Truck Tons Nonmetallic Minerals 281,559 Lincoln County does not ship out nonmetallic Lumber or Wood Products 211,325 mineral products but ships in thousands of tons Secondary Traffic 77,675 of broken stone or riprap and gravel or sand. Farm Products 65,779 Major shippers were Marathon County (WI), Food or Kindred Products 52,489 Langlade County (WI) and Brown County (WI). Primary Metal Products 39,568 Lincoln County shipped primary forest Clay, Concrete, Glass or Stone 36,510 materials, wood products, and wood or box Chemicals or Allied Products 28,790 parts to Brown County (WI), Winnebago County Petroleum or Coal Products 20,441 (WI) and Outagamie County (WI). The major Waste or Scrap Materials 15,280 lumber or wood products that were shipped into the county were primary forest materials, sawmill or planing materials. Most of the products came from Gogebic County (MI), St. Originating Commodity Truck Tons Louis County (MN) and Ashland County (WI). Lumber or Wood Products 204,618 Lincoln County shipped grain, field crops, and Farm Products 183,938 dairy products to Calumet County (WI), Pulp, Paper or Allied Products 123,594 Outagamie County (WI) and Fond du Lac Waste or Scrap Materials 77,259 County (WI) in 2011. Major products that were Fabricated Metal Products 54,604 shipped to the county were field crops, grain, Transportation Equipment 26,614 and livestock, and major senders were Barron Rubber or Misc. Plastics 9,847 County (WI), Dunn County (WI) and Food or Kindred Products 7,564 Trempealeau County (WI). Machinery 7,534 Clay, Concrete, Glass or Stone 5,576 Major paper or pulp products that were shipped from Lincoln County included fiber or Source: IHS/Global Insight Transearch database 2011 pulpboard and containers or boxes. Some major recipients were the Minnesota Portion of the Minneapolis (MN) region, Hennepin County (MN) and Ramsey County (MN). Lincoln County received few paper or pulp products, but the major commodities were fiber or pulpboard, boxes, and paper. Major shippers included Ramsey County (MN), the Minnesota Portion of the Minneapolis (MN) region, and Milwaukee County (WI).
Wisconsin Northwoods Freight Rail Market Study Page A2-32
MAJOR COMMODITIES IN LINCOLN COUNTY - RAIL
Major commodities that were shipped to and from Lincoln County by rail in 2011 were coal, pulp or paper products, and lumber or wood products.
Terminating All of the coal shipped to Lincoln Commodity Rail Tons County came from the Kentucky Coal 119,664 Portion of Evansville (IN) region. Chemicals or Allied Products 27,200 Pulp, Paper or Allied Products 18,760 Lincoln County shipped fiber or Petroleum or Coal Products 15,560 pulpboard by rail in 2011. Some of Waste or Scrap Materials 2,200 the major recipients were the Missouri Portion of St. Louis (MO) region, Cook County (IL) and Originating Nebraska Portion of Omaha (NE) Commodity Rail Tons region. Lincoln County received pulp Pulp, Paper or Allied Products 316,000 or pulp mill products by rail from Lumber or Wood Products 34,520 the Alberta (Canada) and British Columbia (Canada) regions. Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-33
The tables below contain lists of Lincoln County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Fiber, Paper or Industrial and Pulpboard Packaging Corp. of America Tomahawk Personal Service 500 Warehouse & Paper Distribution Center Petroleum Warehouse & Hilgy's LP Gas Tomahawk 35 Products Distribution Center Misc Fabricated Wire Miscellaneous Products Northern Wire LLC Merrill Fabricated Wire 105 Warehouse & Products Distribution Center Groceries and Warehouse & Merrill Distributing Inc. Merrill Related Products, 74 Distribution Center Nec Midstate Pallet & Skid Mfg. Lumber, Plywood Warehouse & Merrill 19 Inc. and Millwork Distribution Center
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Industrial and Primary Forest Packaging Corp. of America Tomahawk Personal Service Materials 500 Paper Paper Petroleum Refining Petroleum Products Hilgy's LP Gas Tomahawk 35 Products Warehouse & Distribution Center Gravel or Sand Merrill Gravel & Ready-mixed Merrill Broken Stone or 40 Construction Concrete Riprap Gravel or Sand John J. Schoone Lawn and Garden Tomahawk Petroleum Refining 22 Construction Services Products Bituminous Coal Blast Furnaces and Agra Industries Inc. Merrill Primary Iron or Steel 120 Steel Mills Products
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-34
MARINETTE COUNTY FREIGHT PROFILE
Economy Marinette County in a snapshot Marinette County is located on the shorelines of Lake 41,749 people Michigan and Green Bay, providing visitors with outstanding outdoor recreation, cultural attractions Approximately 1,290 non- farm businesses and shopping opportunities. Northern Marinette County shares a border with Michigan’s Menominee Approximately 79 regional economy. Prominent Marinette County manufacturing facilities employers include: Two railroads serve the county. The Canadian Marinette Marine Corporation National Railway, active Karl Schmidt Unisia, Inc. between Goodman and Waupaca Foundry Pembine, generally Bay Area Medical Center, Inc. follows USH 8. The Tyco Fire Products, LP Escanaba & Lake Superior Silvan Industries & Northland Stain Railroad is active and runs County of Marinette north-south and eastward Northland Mission, Inc. to the state border with Wal-Mart Michigan. Marinette Public School District Most freight is transported by truck and Source: Wisconsin Department of Workforce travels to other counties Development 2012 in Wisconsin.
Source: U.S. Census Bureau 2010, Wisconsin Department of
Workforce Development 2012, IHS/Global Insight Transearch database 2011
Goodman Veneer and Lumber, Goodman
Population growth 1970-2010 2007-2011 Median household 1970- CENSUS CENSUS income, inflation adjusted 2011 COUNTY 2010 % 1970 2010 Change dollars
MARINETTE 35,810 41,749 17% Marinette County: $41,574 Wisconsin: $52,374 STATE TOTAL 4,419,791 5,688,996 29%
U.S. Census Bureau 2010 U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-35
Employment # Average Annual Average Approximately 18,877 people Industry Establishments Employees are employed in around 1,307 Agriculture Forestry Fishing & 39 261 businesses in Marinette Hunting Mining Quarrying & Oil & Gas County. About 40 percent are 3 127 employed in freight-intensive Extraction industries such as Utilities 7 46 manufacturing, resource Construction 119 546 extraction, construction, wholesale trade, and Manufacturing 79 6,081 agriculture, forestry, fishing Wholesale Trade 44 458 and hunting. Retail Trade 166 2,126 Transportation & 63 707 Warehousing Information 14 160 Finance & Insurance 66 458 Real Estate & Rental & 22 70 Leasing Professional & Technical 51 226 Services Management of Companies & 6 168 Enterprises Administrative & Waste 42 295 Services Educational Services 23 1,291 Health Care & Social 120 2,740 Assistance
Arts Entertainment & 24 204 Recreation Accommodation & Food 147 1,415 Services Other Services Except Public 228 579 Administration Public Administration 46 917 Unclassified 0 0 Source: Wisconsin Department of Workforce Development, 2012 S=Suppressed for privacy
Wisconsin Northwoods Freight Rail Market Study Page A2-36
Most commodities shipped to and from Truck Rail Water Marinette County were transported by truck. 4% The rest was shipped by rail or ship. 14% Major trading partners in 2011 were other Wisconsin counties, Michigan, Illinois, Indiana 82% and Texas.
Major Trading Partners, Terminating – Truck, 2011 State Truck Tons Source: IHS/Global Insight Transearch Wisconsin 516,257 database 2011 Michigan 158,062 Texas 146,902 Major Trading Partners, Originating – Truck Louisiana 65,294 2011 Illinois 57,706 State Truck Tons Minnesota 42,516 Wisconsin 1,055,995 Indiana 21,153 Michigan 371,630 Ontario 20,905 Illinois 91,907 Iowa 10,443 Minnesota 73,148 California 8,505 Oklahoma 41,754 Ontario 35,086 Major Trading Partners, Terminating – Rail, Texas 33,609 2011 Pennsylvania 27,331 State Rail Tons Indiana 25,992 Michigan 30,320 California 14,878 Alberta 20,000 Saskatchewan 19,280 Major Trading Partners, Originating – Rail 2011 Ontario 17,040 State Rail Tons Minnesota 11,588 Indiana 114,160 Nova Scotia 11,280 Kansas 79,720 Georgia 7,720 Michigan 65,600 Illinois 7,240 Minnesota 54,240 Washington 4,800 Wisconsin 51,480 Arizona 3,040 Alabama 12,000 Georgia 7,960 Major Trading Partners, Terminating – Illinois 6,000 Water 2011 Ontario 920 State Water Tons Illinois 61,765 Major Trading Partners, Originating – Water Ontario 50,800 2011 Quebec 47,238 State Water Tons Indiana 5,334 Illinois 5,857
Wisconsin Northwoods Freight Rail Market Study Page A2-37
FREIGHT MOVEMENT AND MODES
Marinette County includes US 8 in the northern part of the county, US 141 that runs from north to
south and US 41 that goes from the southern portion of the county to the city of Marinette. The Wisconsin state highways include WIS 64 that travels east to west and WIS 180 that connects to USH 141 and travels east, then south. The east/west portion of the Canadian National Railway is still active in the county as is the north/south portion of the Escanaba & Lake Superior Railroad line. The Marinette Harbor is located in the eastern part of the county on Green Bay.
Marinette County is part of Wisconsin Department of Transportation’s North Country Corridor in Connections 2030, the state’s long-range plan for Wisconsin’s transportation needs. Truck volume along this corridor is low and is projected to be low to medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Definitions:
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties Terminating and other states. Originating Tonnage: Commodities shipped out of the county to other Wisconsin counties and other states. Internal Tonnage: Goods that are shipped from one destination in the county to another destination within the county.
*Tonnage amounts do not include “overhead Internal tonnage”, products that pass through the county Originating and are not picked up or dropped off in the county.
Source: IHS/Global Insight Transearch database 2011
Tonnage and Direction, 2011 Truck Rail Water
1,954,272
1,115,570
392,080 136,905 165,138 5,857 23,713 0 0
Terminating Originating Internal
Wisconsin Northwoods Freight Rail Market Study Page A2-38
MAJOR COMMODITIES IN MARINETTE COUNTY - TRUCK
Major products that were shipped by truck to and from
Marinette County were chemicals, lumber or wood products, nonmetallic minerals, and farm products.
Marinette County did not ship out chemicals to other counties, but they were a major product shipped in to the county. The highest tonnage shipments of chemicals Terminating Commodity Truck Tons included industrial organic chemicals, cyclic intermediates Chemicals or Allied or dyes, fertilizers, and plastic or synthetic fibers. Major Products 211,102 shippers of chemicals to Marinette County were the Lumber or Wood Houston (TX) region, the New Orleans (LA) region, the Products 177,093 Baton Rouge (LA) region and the Beaumont (TX) region. Secondary Traffic 150,333 Nonmetallic Minerals 113,038 Most of the lumber or wood products that were shipped Farm Products 106,609 from Marinette County were millwork or cabinetwork, Food or Kindred Products 70,151 primary forest materials, and lumber or dimension stock. Primary Metal Products 66,404 Major recipients of these products were Brown County Clay, Concrete, Glass or (WI), Outagamie County (WI) and Winnebago County (WI). Stone 63,565 Major lumber products shipped to Marinette County were Waste or Scrap Materials 35,856 primary forest materials, wood products, and sawmill or Fabricated Metal planing mill materials. Major shippers of wood products Products 28,836 were the Michigan Portion of the Green Bay (WI) region, Forest County (WI) and Ontario (Canada). Originating Commodity Truck Tons Major nonmetallic minerals shipped from Marinette Nonmetallic Minerals 838,305 County were broken stone or riprap, gravel or sand, and Farm Products 421,579 chemical or fertilizer minerals. The top recipients were Lumber or Wood Oneida County (WI), the Michigan Portion of the Green Products 143,311 Bay (WI) region, and Langlade County (WI). Marinette Secondary Traffic 138,981 County received a substantial amount of gravel or sand, Primary Metal Products 109,940 chemical or fertilizer minerals, and dimension stone in Pulp, Paper or Allied 2011. Most of these products came from Oconto County Products 77,336 (WI), Door County (WI) and Marinette County (WI). Fabricated Metal Products 48,413 The majority of farm products that were shipped from Machinery 38,308 Marinette County were grain, dairy farm products, and Transportation field crops. Major recipients of these products included the Equipment 29,196 Northern Michigan region, Calumet County (WI), Portage Misc Manufacturing Products 26,102 County (WI) and Dodge County (WI). Major farm products shipped to Marinette County were field crops, grain, and Source: IHS/Global Insight Transearch oil kernels. Major product origins were Portage County database 2011 (WI), Taylor County (WI) and Marathon County (WI).
Wisconsin Northwoods Freight Rail Market Study Page A2-39
MAJOR COMMODITIES IN MARINETTE COUNTY - RAIL
Major products that were shipped to and from Marinette County by rail in 2011
included pulp or paper products, chemicals, lumber or wood products, and clay or stone products.
No pulp or paper products were shipped
out of Marinette County in 2011, but they were a major product shipped in to the Terminating county. Pulp or paper mill products were Commodity Rail Tons shipped from Alberta (Canada), the Pulp, Paper or Allied Products 59,320 Michigan Portion of the Green Bay (WI) Chemicals or Allied Products 35,708 region and Nova Scotia. Lumber or Wood Products 25,120 Petroleum or Coal Products 7,840 The majority of chemicals that were Clay, Concrete, Glass or Stone 7,720 shipped to Marinette County were Transportation Equipment 1,200 potassium or sodium compound and inorganic chemicals. Some major shippers were Ramsey County (MN), Saskatoon Originating (Canada) and Cook County (IL). Marinette Commodity Rail Tons County did not ship out any chemical Clay, Concrete, Glass or Stone 263,280 products. Lumber or Wood Products 114,400 Transportation Equipment 14,400 The only lumber or wood product shipped from Marinette County by rail was primary Source: IHS/Global Insight Transearch forest materials, and it was shipped to database 2011 Dickinson County (MI), Wood County (WI) and Outagamie County (WI). Primary forest materials were also the only wood products shipped to Marinette County from the Northern Michigan region, Baraga County (MI), Ontario (Canada) and Rusk County (WI).
The only major clay or stone product shipped from Marinette County was processed nonmetal minerals that were shipped to the Indiana Portion of the Chicago (IL) region, the Wichita (KS) region and Hennepin County (MN). Nonmetal minerals were shipped to Marinette County from Macon (GA).
Wisconsin Northwoods Freight Rail Market Study Page A2-40
MAJOR COMMODITIES IN MARINETTE COUNTY - WATER
Marinette County shipped primary metal products and nonmetallic minerals by water in 2011.
The only primary metal product shipped from Marinette County was blast furnace Terminating or coke that was sent to Cook County (IL). Commodity Water Tons Blast furnace or coke was also the only Primary Metal Products 114,338 metal product shipped to Marinette Nonmetallic Minerals 50,800 County from Cook County (IL), Quebec (Canada) and the Indiana Portion of the Chicago (IL) region. Originating Commodity Water Tons Chemicals or fertilizer minerals were the Primary Metal Products 5,857 only nonmetallic minerals shipped by water to Marinette County in 2011. These Source: IHS/Global Insight Transearch database products came from the Ontario (Canada) 2011 region.
Wisconsin Northwoods Freight Rail Market Study Page A2-41
The tables below contain lists of Marinette County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Warehouse & Distribution Center Aacer Flooring LLC Peshtigo Home furnishings 200 Lumber or Dimension Stock Minerals, Ground or Nonmetal Minerals, SPECIALTY Granules Pembine 120 Treated Processed Paper Stora Enso North Niagara Paper Mills Pressed or Molded 325 America Pulp Goods Warehouse & Winsert Inc. Marinette Durable Goods, Nec 150 Distribution Center Paper Kimberly-Clark Marinette Sanitary Paper Products 250 Wallpaper
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Gravel or Sand Stora Enso North Niagara Paper Mills Primary Forest 325 America Materials Broken Stone or Minerals, Ground or SPECIALTY Granules Pembine Riprap 120 Treated Gravel or Sand Gravel or Sand Delaet Enterprises Wausaukee Logging Primary Forest 20 Ltd. Materials Gravel or Sand Marinette Concrete Marinette Ready-mixed Concrete Broken Stone or 20 Products Riprap Pulp or Pulp Mill Kimberly-Clark Marinette Sanitary Paper Products Products 250 Gravel or Sand
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-42
ONEIDA COUNTY FREIGHT PROFILE
ECONOMY Oneida County in a snapshot Oneida County is a predominantly rural county. Rhinelander, the county seat, serves 35,998 people as a commercial and retail center for the Approximately 1,498 non-farm entire Northwoods. Located in the county’s businesses northwest is Minocqua, an immensely Approximately 52 popular year-round tourist haven and “Nature’s Original Waterpark.” Prominent manufacturing facilities employers in the county include: The Canadian National Railway generally follows USH 8 and is Foster & Smith, Inc. active east of Rhinelander. WAL-MART Most freight is transported by Sacred Heart-St. Mary’s Hospital truck and travels to other Wausau Paper Mills LLC counties in Wisconsin. Trig’s/Tula’s Signature Salon Howard Young Medical Group Source: U.S. Census Bureau 2010, County of Oneida Wisconsin Department of School District of Rhinelander Workforce Development 2012, Ministry Medical Group, Inc. IHS/Global Insight Transearch Nicolet Area Technical College database 2011 Source: Wisconsin Department of Workforce
Development 2012
Rail yard in Rhinelander Population growth 1970-2010
1970- 2007-2011 Median household CENSUS CENSUS COUNTY 2010 % income, inflation adjusted 2011 1970 2010 Change dollars
ONEIDA 24,427 35,998 47% Oneida County: $45,184 STATE TOTAL 4,419,791 5,688,996 29% Wisconsin: $52,374
Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-43
# Average Employment Annual Average Industry Establishments Employees Over 16,450 people are Agriculture Forestry Fishing 24 221 employed in over 1,500 & Hunting businesses in Oneida County. Mining Quarrying & Oil & 0 0 Eighteen percent are Gas Extraction employed in freight-intensive Utilities 13 84 industries such as manufacturing, resource Construction 185 741 extraction, construction, Manufacturing 52 1,517 wholesale trade, and Wholesale Trade 40 407 agriculture, forestry, fishing and hunting. Retail Trade 217 3,556 Transportation & 54 450 Warehousing Information 19 265 Finance & Insurance 64 360 Real Estate & Rental & 58 193 Leasing Professional & Technical 75 360 Services Management of Companies 4 258 & Enterprises Administrative & Waste 69 476 Services Rail yard in Rhinelander Educational Services 20 1,003 Health Care & Social Assistance 162 2,838 Arts Entertainment & 26 267 Recreation
Accommodation & Food 191 1,804 Services Other Services Except 183 675 Public Administration Public Administration 51 978 Source: Wisconsin Department of Workforce Unclassified 0 0 Development 2012 S=Suppressed for privacy
Wisconsin Northwoods Freight Rail Market Study Page A2-44
Truck Rail In 2011, almost two million tons of commodities were shipped to, from and 5% within Oneida County. The majority of products were shipped by truck. Even though a small percentage of products were shipped using rail, important products that are vital to the county and region’s 95% economy use rail facilities.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating – Truck, Major Trading Partners, Originating – Truck 2011 2011 State Truck Tons State Truck Tons Wisconsin 1,294,323 Wisconsin 165,877 Michigan 56,392 Minnesota 58,910 Minnesota 45,208 Michigan 35,264 Texas 33,687 Ontario, Canada 14,370 Illinois 23,270 Illinois 11,376 Iowa 10,602 California 9,151 Louisiana 5,600 Manitoba, Canada 8,033 Indiana 5,515 Texas 7,635 California 4,783 Iowa 5,229 South Carolina 4,357 Florida 3,783
Major Trading Partners, Terminating – Rail, Major Trading Partners, Originating – Rail, 2011 2011 State Rail Tons State Rail Tons North Carolina 24,360 British Columbia, Canada 33,800 Maryland 3,280 Illinois 15,468 Georgia 11,680 Tennessee 7,360 Alberta, Canada 7,280
Wisconsin Northwoods Freight Rail Market Study Page A2-45
FREIGHT MOVEMENT AND MODES
The primary highway in Oneida County is US 8, located near a rail line that is partially served by the Canadian National Railway Company. The Rhinelander-Oneida County airport is in the city of Rhinelander and serves the region.
Truck volume along all segments of US 8 is low and is projected to be low to medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Definitions: Terminating
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities shipped out of Internal the county to other Wisconsin counties and other states. Originating Internal Tonnage: Goods that are shipped from one destination in the county to another destination within the county. Tonnage and Direction, 2011
*Tonnage amounts do not include Truck Rail “overhead tonnage”, products that pass through the county and are not picked 1,532,345 up or dropped off in the county.
345,999
75,588 27,640 3,934 0
Inbound Outbound Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-46
MAJOR COMMODITIES IN ONEIDA COUNTY - TRUCK
The highest tonnage products that were shipped to and
from Oneida County by truck in 2011 were nonmetallic minerals, secondary traffic, lumber or wood products, and clay or stone products. Terminating Commodity Truck Tons Nonmetallic minerals were not shipped out of Oneida Nonmetallic Minerals 1,031,056 County in 2011, but they were among the top products Secondary Traffic 113,943 shipped into the county by truck. Of these products, Clay, Concrete, Glass or broken stone or rip rap and gravel or sand were the top Stone 72,955 commodities shipped to Oneida County from Langlade Farm Products 58,118 County (WI), Marinette County (WI) and Forest County Chemicals or Allied (WI). Products 47,718 Lumber or Wood Major secondary traffic that was shipped from Oneida Products 45,912 County was warehouse and distribution products. Major Petroleum or Coal recipients included Ramsey County (MN), the Missouri Products 42,905 Portion of the Kansas City (MO) region and the Georgia Food or Kindred Products 24,404 Portion of the Atlanta (GA) region. Other secondary traffic Waste or Scrap products included warehousing and distribution products. Materials 24,173 Heaviest shipments came from Outagamie County (WI), Pulp, Paper or Allied Milwaukee County (WI) and Brown County (WI). Products 16,136 Major lumber or wood products shipped from Oneida Originating County were primary forest materials, miscellaneous Commodity Truck Tons wood products, and wooden ware or flatware. Most Lumber or Wood shipments were sent to Marathon County (WI), Portage Products 142,122 Pulp, Paper or Allied County (WI) and Shawano County (WI). Most lumber or Products 54,734 wood products shipped to Oneida County consisted of Clay, Concrete, Glass or primary forest materials, sawmill or planing materials, and Stone 35,436 miscellaneous wood products. Major origins were Farm Products 23,596 Gogebic County (MI), Houghton County (MI) and the Food or Kindred Minnesota Portion of the Duluth (MN) region. Products 20,056 Rubber or Misc Plastics 19,690 Major clay or stone products shipped from Oneida County Secondary Traffic 19,539 were concrete products, ready-mix concrete, Printed Matter 10,473 miscellaneous glassware, and clay brick or tile. Most Fabricated Metal shipments were sent to Dickinson County (MI), Marathon Products 9,145 County (WI) and Houghton County (MI). Major clay or Machinery 4,356 stone products shipped to Oneida County were ready-mix concrete, concrete products, and cut stone or stone Source: IHS/Global Insight Transearch products. Major shippers were Marathon County (WI), database 2011 Wood County (WI) and Vilas County (WI).
Wisconsin Northwoods Freight Rail Market Study Page A2-47
MAJOR COMMODITIES IN ONEIDA COUNTY - RAIL
Major products that were shipped to and from Oneida County by rail in 2011 were pulp or paper products, coal, and
clay or stone products.
Terminating Oneida County shipped paper products Commodity Rail Tons by rail to Asheville (NC) and the Pulp, Paper or Allied Products 37,240 Maryland Portion of the Washington Coal 15,468 (DC) region in 2011. Oneida County Clay, Concrete, Glass or Stone 11,680 received pulp or pulp mill products Food or Kindred Products 7,360 from British Columbia (Canada) and Lumber or Wood Products 3,840 Alberta (Canada).
Oneida County received shipments of coal from the Illinois Portion of the St. Originating Louis (MO) region. Commodity Rail Tons Pulp, Paper or Allied Products 27,640 Oneida County received processed nonmetal minerals, such as perlite and Source: IHS/Global Insight Transearch database 2011 sand, from Macon (GA).
Wisconsin Northwoods Freight Rail Market Study Page A2-48
The tables below contain lists of Oneida County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Petroleum Refining Superior Diesel Rhinelander Petroleum Products 40 Products Warehouse & A-1 Fuel Oil Minocqua Petroleum Products 30 Distribution Center Paper Wausau Paper Corp. Rhinelander Paper Mills 521 Wallpaper Scrap and Waste Warehouse & Veolia Environmental Svc. Minocqua 20 Materials Distribution Center Misc. Wood Products ETS-LINDGREN Minocqua Wood Products, Nec 55 Wooden Ware or Flatware
Largest Freight Receivers
Business Location Primary Industry Primary Employees Terminating Commodities Petroleum Refining Superior Diesel Rhinelander Petroleum Products 40 Products Petroleum Refining A-1 Fuel Oil Minocqua Petroleum Products 30 Products Gravel or Sand Wausau Paper Corp. Rhinelander Paper Mills Primary Forest 521 Materials Gravel or Sand Musson Brothers Inc. Rhinelander Ready-mixed Concrete Broken Stone or 150 Riprap Petroleum Refining Commercial Physical Products Gasco Three Lakes 15 Research Warehouse & Distribution Center
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-49
PRICE COUNTY FREIGHT PROFILE
Economy Price County in a snapshot Price County is a predominantly rural county.
Manufacturing is the county’s largest 14,159 people employment sector (with the machinery and Approximately 508 non-farm wood product manufacturing as main subsectors). Prominent employers include: businesses Approximately 45 Marquip LLC manufacturing facilities Flambeau River Papers LLC Interstate, state and county Flambeau Hospital Inc. highways used by thousands of Phillips Plastics Corporation trucks every year School District of Phillips The Canadian National rail Park Manor lines east and north of Prentice County of Price are active. Caterpillar Forest Products, Inc. Most freight is transported by Saint Croix of Park Falls, Ltd. truck and travels to other Weather Shield, Inc. counties in Wisconsin.
Source: Wisconsin Department of Source: U.S. Census Bureau 2010, Workforce Development 2012 Wisconsin Department of Workforce Development 2012, IHS/Global Insight Transearch database 2011
Population growth 1970-2010 2007-2011 Median CENSUS CENSUS 1970-2010 household income, inflation COUNTY 1970 2010 % Change adjusted 2011 dollars
PRICE 14,520 14,159 -2% Price County: $41,458 STATE TOTAL 4,419,791 5,688,996 29% Wisconsin: $52,374
Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-50
# Average Employment Annual Average Industry Establishments Employees About 5,655 people are Agriculture Forestry employed in approximately 510 S S Fishing & Hunting businesses in Price County. Mining Quarrying & Oil & About 41 percent are employed S S Gas Extraction in freight-intensive industries Utilities 3 34 such as manufacturing, resource extraction, construction, Construction 27 73 wholesale trade, and Manufacturing 45 2,110 agriculture, forestry, fishing and Wholesale Trade 22 117 hunting. Retail Trade 68 534 Transportation & 32 117 Warehousing Information 8 55 Finance & Insurance 20 163 Real Estate & Rental & 13 30 Leasing Professional & Technical 24 172 Services Management of S S Companies & Enterprises
Administrative & Waste S S Log crane trucks, Price County Services Educational Services 6 340 Health Care & Social Assistance 39 797 Arts Entertainment & 8 49 Recreation Accommodation & Food 40 305 Services Other Services Except Public Administration 60 121 Public Administration 54 399 Unclassified 0 0 Source: Wisconsin Department of S=Suppressed Workforce Development, 2012
Wisconsin Northwoods Freight Rail Market Study Page A2-51
Over one million tons of products were Truck Rail shipped to, from and within Price
County in 2011. Nearly 80 percent of that freight was shipped by truck and 20 percent by rail.
Major trading partners included other 21% 79% Wisconsin counties, Michigan, Minnesota, Iowa, Texas and Illinois.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating – Major Trading Partners, Originating – Truck, 2011 Truck, 2011 State Truck Tons State Truck Tons Wisconsin 264,186 Wisconsin 267,865 Minnesota 32,097 Michigan 66,292 Texas 20,124 Minnesota 65,780 Ontario, Canada 14,186 Texas 16,533 Michigan 13,756 Illinois 8,306 New York 11,767 Louisiana 7,643 Illinois 11,411 Iowa 4,050 Manitoba, Canada 10,916 Arizona 3,265 Florida 7,630 California 3,044 Iowa 7,169 Missouri 2,434
Major Trading Partners, Terminating – Major Trading Partners, Originating – Rail, 2011 Rail, 2011 State Rail Tons State Rail Tons Wisconsin 123,200 Minnesota 20,440 Illinois 26,840 Iowa 17,160 Massachusetts 11,040 Wisconsin 16,480 Minnesota 5,800 Alabama 3,640 Kentucky 2,880 Mississippi 3,200 Ontario, Canada 2,600 Kentucky 2,000 Michigan 2,400
Wisconsin Northwoods Freight Rail Market Study Page A2-52
FREIGHT MOVEMENT AND MODES
Price County is part of the North Country Corridor in the Wisconsin Department of Transportation’s long-range plan. Major roadways in the county include US 8, WIS 13 and WIS 111. The north/south Canadian National Railway line is active as is the line that goes east from Prentice.
The truck volume is low and is projected to be low to medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database 2011
Terminating Definitions:
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities shipped out of Internal the county to other Originating Wisconsin counties and other states. Internal Tonnage: Goods that are shipped from one destination in the county to Tonnage and Direction, 2011 another destination within the county. Truck Rail
*Tonnage amounts do not include 469,361 457,186 “overhead tonnage”, products that pass through the county and are not picked up or dropped off in the county.
174,760
69,290
7,115 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-53
MAJOR COMMODITIES IN PRICE COUNTY – TRUCK
Major products that were shipped to and from Price County by truck in 2011 included lumber or wood products, farm products, and nonmetallic minerals.
Major lumber or wood products shipped from Price County were sawmill or planing Terminating mill materials, miscellaneous wood Commodity Truck Tons products, and lumber or dimension stock Lumber or Wood Products 197,180 shipped to Marathon County (WI), Wood Nonmetallic Minerals 60,639 County (WI) and Ontario (Canada). Major Farm Products 48,632 lumber or wood products shipped to Price Secondary Traffic 44,147 County included primary forest materials, Chemicals or Allied Products 20,674 sawmill or planing mill materials, and Clay, Concrete, Glass or Stone 19,059 miscellaneous wood products from Food or Kindred Products 18,446 Gogebic County (MI), the Minnesota Waste or Scrap Materials 11,153 Portion of the Duluth (MN) region and St. Primary Metal Products 10,771 Louis County (MN). Petroleum or Coal Products 10,028 Major farm products shipped from Price Originating County included field crops, dairy farm Commodity Truck Tons products, and grain shipped to Portage Lumber or Wood Products 156,556 County (WI), St. Croix County (WI) and Farm Products 153,199 Monroe County (WI). Farm products Nonmetallic Minerals 53,382 shipped to Price County included grain, Pulp, Paper or Allied Products 38,988 field crops, and nut or seed oils from the Rubber or Misc. Plastics 16,125 Minnesota Portion of the Minneapolis Machinery 12,159 (MN) region, St. Croix County (WI) and Waste or Scrap Materials 5,447 Trempealeau County (WI). Clay, Concrete, Glass or Stone 5,089 Major nonmetallic minerals shipped from Misc Manufacturing Products 4,331 Price County in 2011 were broken stone or Fabricated Metal Products 3,897 riprap shipped to Vilas County (WI), Washburn County (WI) and Sawyer County (WI). Major nonmetallic minerals shipped Source: IHS/Global Insight Transearch database to Price County in 2011 were gravel or 2011 sand and broken stone or riprap.
Wisconsin Northwoods Freight Rail Market Study Page A2-54
MAJOR COMMODITIES IN PRICE COUNTY – RAIL
Major products shipped to and from Price County by rail in 2011 were lumber or wood products, food or kindred products, and pulp or paper products.
Major lumber or wood products shipped from Price County were primary forest Terminating materials and lumber or dimension stock Commodity Rail Tons that was shipped to Wood County (WI), Lumber or Wood Products 43,760 Outagamie County (WI), Ontario (Canada) Food or Kindred Products 17,160 and the Michigan Portion of the Green Bay Waste or Scrap Materials 2,000 (WI) region. Major lumber or wood products shipped to Price County were Originating Rail primary forest materials and lumber or Commodity Tons dimension stock from St. Louis County Lumber or Wood Products 128,200 (MN), Sawyer County (WI) and the Pulp, Paper or Allied Products 46,560 Birmingham (AL) region.
The only pulp or paper products shipped Source: IHS/Global Insight Transearch database out of Price County by rail were pulp or 2011 pulp mill products and paper. Major recipients of these products were the Illinois Portion of the Chicago (IL) region, the Massachusetts Portion of the Boston (MA) region, and Dakota County (MN). No pulp or paper products were shipped to Price County in 2011.
The only food product shipped to Price County by rail was wet corn milling or milo from the Cedar Rapids (IA) region. No food or kindred products were shipped from Price County.
Wisconsin Northwoods Freight Rail Market Study Page A2-55
The tables below contain lists of Price County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Paper Flambeau River Papers LLC Park Falls Paper Mills 350 Wallpaper Sawmills and Misc. Sawmill or Planing Georgia-Pacific Corp. Phillips Planing Mills, Mill 90 General Misc. Wood Products Misc. Sawmill or Planing Sawmills and John A. Biewer Co. of Mill Prentice Planing Mills, 100 Wisconsin Inc. Lumber or Dimension General Stock United Pride Dairy Phillips Dairy Farms Dairy Farm Products 35 Misc. Sawmill or Planing Sawmills and Mill Park Falls Hardwoods Park Falls Planing Mills, 68 Lumber or Dimension General Stock
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Gravel or Sand Flambeau River Papers LLC Park Falls Paper Mills 350 Primary Forest Materials Primary Forest Materials John A. Biewer Co. of Sawmills and Prentice Misc. Sawmill or Planing 100 Wisconsin Inc. Planing Mills Mill Primary Forest Materials Sawmills and Georgia-Pacific Corp. Phillips Misc. Sawmill or Planing 90 Planing Mills Mill Primary Forest Materials Sawmills and Park Falls Hardwoods Park Falls Misc. Sawmill or Planing 68 Planing Mills Mill Converted Paper Pulp or Pulp Mill Products Marquip Ward United Phillips 700 Products Paper
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-56
RUSK COUNTY FREIGHT PROFILE
Economy Rusk County in a snapshot Rusk County’s economy is predominated by manufacturing, with the wood products subsector 14,755 people accounting for over half of the county’s Approximately 328 non- manufacturing employment. Prominent employers farm businesses in the county include: Approximately 27 County of Rusk manufacturing facilities Weather Shield Manufacturing Interstate, state and Jeld-Wen Windows & Doors county highways used by thousands of trucks every Rockwell Automation, Inc. year School District of Ladysmith As of July 2013, part of Walmart the east-west rail line has Indianhead Community Action Agency been reactivated. School District of Flambeau Most freight is 5-R Processors, Ltd. transported by truck and Artisans, Inc. travels to other counties Source: Wisconsin Department of Workforce in Wisconsin. Development 2012 Source: U.S. Census Bureau 2010, Wisconsin Department of Workforce Development 2012, IHS/Global Insight Transearch database 2011
Population growth 1970-2010
2007-2011 Median household CENSUS CENSUS 1970-2010 COUNTY 1970 2010 % Change income, inflation adjusted 2011 dollars
RUSK 14,238 14,755 4% Rusk County: $38,821 Wisconsin: $52,374 STATE TOTAL 4,419,791 5,688,996 29% Source: U.S. Census Bureau 2010 Source: U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-57
Employment # Average Annual Average More than 4,820 people are Industry Establishments Employees employed in approximately 339 Agriculture Forestry Fishing businesses in Rusk County. S S & Hunting Thirty percent are employed in Mining Quarrying & Oil & freight-intensive industries S S Gas Extraction such as manufacturing, Utilities S S resource extraction, construction, wholesale trade, Construction 30 59 and agriculture, forestry, Manufacturing 27 1,396 fishing and hunting. Wholesale Trade S S Retail Trade 44 601
Transportation & 28 248 Warehousing Information 7 68 Finance & Insurance 14 98 Real Estate & Rental & 5 14 Leasing
Professional & Technical S S Services Management of Companies S S & Enterprises Administrative & Waste 12 148 Services Educational Services 6 403 Health Care & Social Assistance 23 312 Arts Entertainment & 3 21 Recreation Accommodation & Food 30 249 Services Other Services Except Public Administration 29 114
Public Administration 43 673
Source: Wisconsin Department of Unclassified 0 0 Workforce Development 2012 S=Information is suppressed
Wisconsin Northwoods Freight Rail Market Study Page A2-58
Truck Rail Over one million tons of goods were shipped to, from and within Rusk 5% County in 2011. Most products were shipped by truck, and around five percent was shipped by rail.
Rusk County’s major trading partners were other Wisconsin counties, 95% Minnesota, Texas and New York.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating – Major Trading Partners, Originating – Truck, 2011 Truck, 2011 State Truck Tons State Truck Tons Wisconsin 262,315 Wisconsin 243,108 Minnesota 93,487 Minnesota 167,495 Illinois 7,884 Texas 42,318 Michigan 6,350 New York 26,144 Iowa 6,023 Florida 13,610 Indiana 4,371 New Jersey 13,319 Texas 2,447 Louisiana 11,152 Louisiana 2,263 Massachusetts 11,058 Ontario, Canada 2,188 Pennsylvania 6,511 Arizona 2,167 Illinois 4,774
Major Trading Partner, Terminating – Rail, Major Trading Partner, Originating – Rail, 2011 2011 State Rail Tons State Rail Tons Alberta, Canada 2,640 Wisconsin 45,800
Wisconsin Northwoods Freight Rail Market Study Page A2-59
FREIGHT MOVEMENT AND MODES
The primary highway in Rusk County is US 8. The county has been served by freight rail in the past,
but some rail stations are currently out of service.
Rusk County is in the North Country Corridor of the Wisconsin Department of Transportation’s long- range plan, Connections 2030. Truck volume along all segments of US 8 is low and is projected to be low to medium by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database
Terminating Definitions:
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Internal Commodities shipped out of Originating the county to other Wisconsin counties and other states. Internal Tonnage: Goods that are shipped from one destination in the county to another destination within Tonnage and Direction, 2011 the county. Truck Rail *Tonnage amounts do not include “overhead tonnage”, products that 599,328 pass through the county and are not picked up or dropped off in the county. 414,040
45,800 2,640 5,216 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-60
MAJOR COMMODITIES IN RUSK COUNTY - TRUCK
The main commodities that were shipped to and from Rusk County by truck in 2011 included farm products, nonmetallic minerals, and lumber or wood products.
Major farm products shipped from Rusk County included dairy farm products, Terminating field crops, and grains to Hennepin Commodity Truck Tons County (MN), the Minnesota Portion of Nonmetallic Minerals 125,006 the Minneapolis (MN) region and the Lumber or Wood Products 95,305 Minnesota Portion of the Rochester (MN) Farm Products 52,977 region. Farm products shipped to Rusk Secondary Traffic 44,750 County were mostly made up of grain, Food or Kindred Products 29,629 field crops, and nut or seed oils from the Clay, Concrete, Glass or Stone 26,809 Minnesota Portion of the Minneapolis Petroleum or Coal Products 9,684 (MN) region, the Minnesota Portion of Waste or Scrap Materials 8,750 Rochester (MN) region, and Polk County Pulp, Paper or Allied Products 4,340 (WI). Chemicals or Allied Products 3,414 Nonmetallic minerals were not shipped Originating from Rusk County in 2011. Major Commodity Truck Tons nonmetallic minerals shipped to Rusk Farm Products 289,377 County were gravel or sand, broken Lumber or Wood Products 194,805 stone or riprap, and chemical or fertilizer Clay, Concrete, Glass or Stone 99,420 minerals from Sawyer County (WI), Printed Matter 5,263 Marathon County (WI) and Pierce County Secondary Traffic 3,060 (WI). Mail or Contract Traffic 2,259 Electrical Equipment 1,706 Major lumber or wood products shipped Fabricated Metal Products 1,048 from Rusk County were wood products, Food or Kindred Products 948 primary forest materials, and lumber or Furniture or Fixtures 941 dimension stock to the New York (NY) region, the Houston (TX) region and Marathon County (WI). Major lumber or Source: IHS/Global Insight Transearch database wood products shipped to Rusk County 2011 were from the Minnesota Portion of the Minneapolis (MN) region, the Minnesota
Portion of the Duluth (MN) region, and Burnett County (WI).
Wisconsin Northwoods Freight Rail Market Study Page A2-61
MAJOR COMMODITIES IN RUSK COUNTY - RAIL
Rusk County received rail shipments of petroleum or coal
products from Alberta (Canada) in 2011. Terminating Commodity Rail Tons Rusk County shipped primary forest Petroleum or Coal Products 2,640 materials by rail to Wood County (WI) and Marinette County (WI). Originating Commodity Rail Tons Lumber or Wood Products 45,800
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-62
The tables below contain lists of Rusk County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Warehouse & Petroleum Distribution Center Sheldon Co-Op Svc. Sheldon 30 Products, Nec Petroleum Refining Products Lumber or Dimension Sawmills and Stock Besse Lumber Co. Ladysmith Planing Mills, 20 Misc. Sawmill or Planing General Mill Paper Clearwater Paper Corp. Ladysmith Paper Mills 80 Wallpaper
Hi Acres Dairy Farm Bruce Dairy Farms Dairy Farm Products 13
Joe or Mary Thorgerson Sheldon Dairy Farms Dairy Farm Products 13
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Petroleum Refining Petroleum Products Sheldon Co-Op Svc. Sheldon 30 Products Liquefied Gases, Coal or Petroleum Gravel or Sand Trucking, Except Rands Trucking Ladysmith Petroleum Refining 70 Local Products Primary Iron or Steel Metal Doors, Sash Products Weather Shield Mfg. Ladysmith 900 and Trim Misc. Sawmill or Planing Mill Misc. Sawmill or Planing JELD-WEN Windows & Hawkins Millwork Mill 386 Doors Primary Forest Materials Sawmills and Primary Forest Materials Besse Lumber Co. Ladysmith Planing Mills, Misc. Sawmill or Planing 20 General Mill
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-63
VILAS COUNTY FREIGHT PROFILE
Economy
Vilas County in a snapshot Vilas County has a tourism- and recreation-based economy, with more lakes, rivers and streams 21,430 people than any other Wisconsin county. The county’s Approximately 985 non- natural resources make it a highly popular visitor farm businesses and retirement destination. Natural resource- Approximately 30 based businesses, such as timber producers, are manufacturing facilities important economic drivers in Vilas County. Major Interstate, state and employers include: county highways used by Lac du Flambeau Band of Lake Superior thousands of trucks every Chippewa year Lake of the Torches Casino Most freight is Northland Pines School District transported by truck and County of Vilas travels to other counties Trig’s/Tulas’s Signature Salon in Wisconsin. Lac de Flambeau Memorial Hospital, Inc. Source: U.S. Census Bureau Eagle River Memorial Hospital, Inc. 2010, Wisconsin Department Pukall Lumber Company, Inc. of Workforce Development JT #1 Woodruff Arbor Vitae School 2012, IHS/ Global Insight Lillian Kerr Healthcare Center Transearch database 2011
Source: Wisconsin Department of Workforce Development 2012
Population growth 1970-2010 2007-2011 Median household 1970- CENSUS CENSUS COUNTY 2010 % income, inflation adjusted 2011 1970 2010 Change dollars
VILAS 10,958 21,430 96% Vilas County: $41,195
STATE TOTAL 4,419,791 5,688,996 29% Wisconsin: $52,374
U.S. Census Bureau 2010 U.S. Census Bureau
Wisconsin Northwoods Freight Rail Market Study Page A2-64
# Average Employment Annual Average Industry Establishments Employees
Agriculture Forestry Over 7,270 people are S S employed in about 992 Fishing & Hunting businesses in Vilas County. Mining Quarrying & Oil & S S About 15 percent are employed Gas Extraction in freight-intensive industries Utilities 11 41 such as manufacturing, resource Construction 148 493 extraction, construction, Manufacturing 30 377 wholesale trade, and agriculture, forestry, fishing and Wholesale Trade 19 186 hunting. Retail Trade 127 975 Trans & Warehousing 30 148 Information 13 85 Finance & Insurance 27 184 Real Estate & Rental & Leasing 21 79 Professional & Technical S S Services Management of Companies & Enterprises S S
Administrative & Waste Services 44 190 Educational Services 13 572 Health Care & Social 58 477 Assistance Arts Entertainment & 32 605 Recreation Accommodation & Food 192 1,434 Services Other Services Except 155 350 Public Administration Public Administration 27 935 Unclassified 0 0 Source: Wisconsin Department of S=Suppressed for privacy Workforce Development 2012
Wisconsin Northwoods Freight Rail Market Study Page A2-65
All freight that was shipped to, from and within Vilas County went by truck. Even though companies don’t use rail directly, the county’s economic and business activity is still impacted when other counties lose rail service.
Major trading partners with Vilas County were other Wisconsin counties, Michigan and Minnesota.
Source: IHS/Global Insight Transearch database 2011
Major Trading Partners, Terminating – Major Trading Partners, Originating – Truck, 2011 Truck, 2011 State Truck Tons State Truck Tons Wisconsin 308,284 Wisconsin 79,028 Michigan 179,941 Michigan 34,970 Minnesota 22,117 Minnesota 11,300 Illinois 5,531 New York 4,622 Texas 4,006 Florida 3,971 California 3,817 Texas 2,902 Iowa 3,703 California 1,887 Massachusetts 3,628 Massachusetts 1,320 Indiana 2,367 Nevada 1,130 Idaho 2,199 Connecticut 708
Wisconsin Northwoods Freight Rail Market Study Page A2-66
FREIGHT MOVEMENT AND MODES
Major highways in Vilas County include US 51 and WIS 17. There are no rail lines in the county. Vilas County is in the Wisconsin River Corridor of the Wisconsin Department of Transportation’s long- range transportation plan, Connections 2030. Truck traffic in this part of the corridor is low and is expected to remain low by 2030.
Source: Connections 2030 Wisconsin Department of Transportation, IHS/Global Insight Transearch database
Terminating Definitions:
Terminating Tonnage: Goods shipped into the county from other Wisconsin counties and other states. Originating Tonnage: Commodities shipped out of the county to other Wisconsin counties and other Internal states. Originating Internal Tonnage: Goods that are shipped from one destination in the county to
another destination within the county. Tonnage and Direction, 2011 *Tonnage amounts do not include Truck Rail “overhead tonnage”, products that 560,625 pass through the county and are not picked up or dropped off in the county.
147,838
0 0 3,202 0
Terminating Originating Internal
Source: IHS/Global Insight Transearch database 2011
Wisconsin Northwoods Freight Rail Market Study Page A2-67
MAJOR COMMODITIES IN VILAS COUNTY - TRUCK
Major products that were shipped to and from Vilas County by truck in 2011 were nonmetallic minerals, lumber or wood products, secondary traffic, and clay, concrete, glass or stone Terminating products. Commodity Truck Tons No nonmetallic minerals were shipped from Nonmetallic Minerals 359,066 Vilas County in 2011. Major nonmetallic minerals Secondary Traffic 49,466 shipped to Vilas County were gravel or sand and Lumber or Wood Products 37,419 broken stone or riprap from Iron County (WI), Clay, Concrete, Glass or Stone 35,819 Baraga County (MI) and Keweenaw County (MI). Farm Products 25,213 Petroleum or Coal Products 15,618 Major lumber or wood products shipped from Food or Kindred Products 10,242 Vilas County were sawmill or planing mill Waste or Scrap Materials 9,548 products, primary forest materials and lumber or Printed Matter 2,833 dimension stock to Marathon County (WI), Chemicals or Allied Products 2,253 Lincoln County (WI) and the New York (NY) region. Lumber or wood products shipped to Originating Vilas County were primary forest materials, Commodity Truck Tons sawmill or planing mill materials, and wood or Lumber or Wood Products 66,372 box shooks from Houghton County (MI), Gogebic Clay, Concrete, Glass or Stone 47,819 County (MI) and the Minnesota Portion of the Farm Products 17,304 Duluth (MN) region. Printed Matter 4,463 A small amount of secondary traffic, such as Food or Kindred Products 3,459 warehouse products, was shipped from Vilas Mail or Contract Traffic 2,952 County to Roanoke (VA) region, Austin (TX) and Primary Metal Products 2,519 New York (NY). Warehouse products were Misc Manufacturing Products 1,108 shipped to Vilas County from Outagamie County Chemicals or Allied Products 902 (WI), Ramsey County (MN) and the Minnesota Fabricated Metal Products 558 Portion of the Fargo (SD) region.
Source: IHS/Global Insight Transearch Major clay or stone products shipped from Vilas database 2011 County were ready-mix concrete and cut stone or stone products that were sent to Dickinson County (MI), Houghton County (MI) and Marathon County (WI). Major clay or stone products shipped to Vilas County were ready-mix concrete, concrete products, and Portland cement shipped from Marathon County (WI), No rail usage according to IHS/Global Insight. Vilas County (WI) and Baraga County (MI).
Wisconsin Northwoods Freight Rail Market Study Page A2-68
The tables below are lists of Vilas County’s largest freight generators and receivers in 2010.
Largest Freight Generators
Business Location Primary Industry Primary Originating Employees Commodities Petroleum Warehouse & Ritchie Propane Minocqua 30 Products, Nec Distribution Center Ready-mix Concrete, Lumber and Other Northern Lakes Concrete Inc. Eagle River Wet 20 Building Materials Gravel or Sand Warehouse & Miller Beer of the Northwoods Eagle River Beer and Ale 25 Distribution Center Warehouse & Professional Distribution Center Leica Biosystems Eagle River 20 Equipment, Nec Engineering, Lab or Scientific Equipment Warehouse & Surgical and Lac Du Distribution Center Simpson Electric Co. Medical 140 Flambeau Electric Measuring Instruments Instruments
Largest Freight Receivers
Business Location Primary Industry Primary Terminating Employees Commodities Petroleum Petroleum Refining Ritchie Propane Minocqua 30 Products Products Lumber and Gravel or Sand Northern Lakes Concrete Inc. Eagle River Other Building Broken Stone or 20 Materials Riprap Bituminous Coal Broken Stone or Lac Du Alpha Coal Sales Co. and Lignite- Riprap 32 Flambeau surface Mining Gravel or Sand Gravel or Sand Aircraft Parts and Eagle Technologies Co. Eagle River Warehouse & 19 Equipment Distribution Center Gravel or Sand Phelps Cast Phelps Steel Foundries 22 Bituminous Coal
Source: Freight Finder database 2010
Wisconsin Northwoods Freight Rail Market Study Page A2-69
Wisconsin Northwoods Freight Rail Market Study Page A2-70
Appendix 3: County Profiles
Sources Population: U.S. Census Bureau, 2010 Employment: Wisconsin Department of Workforce Development, 2012 Commodity flow: IHS/Global Insight, Transearch freight database, 2011
Please see the end of this appendix for definitions of terms.
BARRON COUNTY Barron County is located in northwestern Wisconsin and is served by the West Central Wisconsin Regional Planning Commission (http://wcwrpc.org/). The city of Barron is the county seat. Other municipalities are the cities of Chetek, Cumberland and Rice Lake, and the village of Cameron.
Population In 2010, 45,870 people lived in Barron County.
Employment Approximately 20,282 people worked in Barron County in about 1,328 businesses in 2012. Thirty percent of the employed population worked in freight-dependent industries such as manufacturing, construction and wholesale trade. The largest employers were in manufacturing, retail trade, construction, wholesale trade, professional and technical services, and service industries such as public administration, food, arts, entertainment and health care.
Transportation Barron County is served by several federal and state highways. US 53, US 63 and WIS 25 travel north and south. US 8 and WIS 48 travel east and west.
Two rail corridors, one running north/south through the county and the other, east/west, intersect in Cameron. The corridors are segmented by operator status, active vs. inactive status, and rail vs. trail status. Until late 2012, most of the rail lines in Barron County were not in service.
Wisconsin Northwoods Freight Rail Market Study Page A3-1
Progressive Rail operates the rail line segment extending south from Cameron all the way to Chippewa County; Canadian National Railway (CN) operates the remainder. A portion of CN’s line was recently renovated in order to accommodate the shipment of “frac sand” (industrial sand) to oil and natural gas drilling operations in North Dakota, Texas and Pennsylvania. Those previously-inactive segments are located between Ladysmith and Cameron, and between Barron and Poskin.
Status of the North/South Corridor The segment beginning at the north county line and extending south to Rice Lake is a Rails-to-Trails section. The entire segment of rail line extending from Rice Lake south, through Cameron and beyond the south county line, is active.
Status of the East/West Corridor The rail segment beginning at the east county line and extending west is active through Cameron and onward to Poskin. The rail line between Poskin westerly to Almena is out of service. The segment from Almena to the west county line is a Rails-to-Trails section.
Barron County has a municipal airport in each of the cities of Barron, Chetek and Cumberland. There is also a regional airport in Rice Lake, and a seaplane base in Cumberland.
Commodity Flow In 2011, the majority of commodities shipped to and from Barron County businesses was shipped by truck. Most of the rest of the freight was shipped by rail. The combined value of all freight shipped in (just over 1.4 million tons) was nearly $1.2 billion. The total value of the freight shipped out (1.5 million tons) was more than $1.5 billion.
Inbound Freight The top three products (in terms of tonnage) shipped into Barron County by truck were farm products, nonmetallic minerals, and food or kindred products. Top state origins were other Wisconsin counties, Minnesota and Texas. Top local origins were Polk County (WI), the Minnesota Portion of Minneapolis Business Economic Area (BEA) and the Minnesota Portion of Rochester BEA.
Wisconsin Northwoods Freight Rail Market Study Page A3-2
Food or kindred products, lumber or wood products, and chemical or allied products were top products shipped to Barron County by rail. Top state/province origins were Minnesota, Saskatchewan (Canada) and British Columbia (Canada). Top local origins were the Minnesota Portion of Minneapolis BEA, the Saskatoon, Saskatchewan (Canada) Census Metropolitan Area (CMA) and Non-Census Metropolitan Area (Non- CMA) British Columbia (Canada).
Outbound Freight The top three commodities shipped from Barron County by truck were farm products, food or kindred products, and lumber or wood products. Top state destinations were Minnesota, other Wisconsin counties and Iowa, while top local destinations were the Minnesota Portion of Minneapolis BEA, the Minnesota Portion of Rochester BEA and St. Louis County (MN).
Barron County shipped nonmetallic minerals and transportation equipment by rail. Major state destinations were Texas and Illinois, and major local destinations were the San Antonio (TX) BEA and Cook County (IL).
FLORENCE COUNTY Florence County is located in northeastern Wisconsin, separated from Michigan’s Upper Peninsula by the Brule River. The town of Florence is the county seat. Other communities include Aurora, Fence, Long Lake and Tipler. It is served by the Bay Lake Regional Planning Commission (http://www.baylakerpc.org/).
Population Florence County’s population in 2010 was 4,423 people.
Employment In 2012, approximately 964 people were employed in Florence County in about 169 businesses. Around 20 percent of workers were employed in freight-intensive industries such as manufacturing, construction and wholesale trade. Major industries in Florence County were public administration, leisure and hospitality, manufacturing, education, health, trade, transportation and utilities.
Wisconsin Northwoods Freight Rail Market Study Page A3-3
Transportation A number of highways serve residents and employees in Florence County. The routes of US 2 and US 141 cut across and overlap in the northeast corner of the county, linking the town of Florence with Iron Mountain, Michigan. WIS 70 runs east and west in the northern part of the county, WIS 101 is a north/south route in the middle of the county, and WIS 139 parallels the county’s western border.
Multiple rail lines are located a few miles south and east of Florence County. The Escanaba and Lake Superior Railroad operates an active line to the east, and Canadian National Railway operates both active and inactive segments to the south. The county contains a section of a Rails-to-Trails corridor that extends through several counties, from the state line in the north to the city of Gillett (Oconto County) in the south.
Florence County has access to a major airport close to its east county line in nearby Iron Mountain, Michigan.
Commodity Flow All commodities that were shipped to and from Florence County businesses in 2011 were sent by truck. Over 85,000 tons of goods, worth $35,000,000, were shipped to Florence County, while over 145,000 tons of goods, worth over $50,000,000, were shipped out of the county.
Inbound Freight Major products shipped into Florence County were lumber or wood products, farm products, and nonmetallic minerals. The major sources for the inbound freight were other Wisconsin counties, the states of Michigan and Minnesota, and the Michigan portion of Green Bay Business Economic Area (BEA).
Outbound Freight Major commodities shipped from Florence County were lumber or wood products, farm products, and fabricated metal products. Major state recipients were other Wisconsin counties, and Michigan and Florida. Major local recipients were Brown County, Outagamie County and Calumet County, all in Wisconsin.
Wisconsin Northwoods Freight Rail Market Study Page A3-4
FOREST COUNTY Forest County is situated in northeastern Wisconsin, with its northern boundary lying on the border of Michigan’s Upper Peninsula. The city of Crandon is the county seat. Other communities are Argonne, Armstrong Creek, Laona, Mole Lake and Wabeno. It is one of the counties served by the North Central Wisconsin Regional Planning Commission (http://www.ncwrpc.org/).
Population As of 2010, Forest County was home to 9,304 people.
Employment Approximately 3,339 people were employed in about 302 businesses in Forest County in 2012, mostly in service, retail trade and manufacturing. Approximately 10 percent were employed in freight-dependent industries such as construction or manufacturing.
Transportation US 8 runs east and west through Forest County, as does WIS 70. WIS 32, WIS 52, WIS 55 and WIS 139 are north/south routes.
Canadian National Railway owns railroad track in an east/west corridor through the county, along with a segment that connects the main rail line to Crandon, but does not provide any service. Forest County also contains multiple segments of Rails-to-Trails corridors. One trail extends from Crandon south through Langlade County. Another trail begins in Florence County at the north state line and travels through Forest County on its way to the city of Gillett (Oconto County) in the south.
Forest County has a municipal airport in Crandon and can access commercial airline service in nearby Rhinelander (Oneida County), less than 30 miles from Forest County’s west county line.
Commodity Flow All of the freight that moved into and out of Forest County in 2011 was transported by truck.
Wisconsin Northwoods Freight Rail Market Study Page A3-5
Inbound Freight Over 515,000 tons of products, worth around $124 million, were shipped into the county. Major incoming commodities were lumber or wood products, nonmetallic minerals, and secondary traffic (commodities moving to and from warehouses and distribution centers). Major state origins were other Wisconsin counties, Michigan and Minnesota. Major local origins were Langlade County (WI), Gogebic County (MI) and the Michigan Portion of Green Bay Business Economic Area (BEA).
Outbound Freight Over 177,000 tons of commodities, worth over $77 million, were shipped out of the county. Major outgoing commodities were lumber or wood products, nonmetallic minerals, and farm products. Major state recipients of Forest County freight were other counties in Wisconsin, and Michigan and Minnesota. Major local destinations were the Wisconsin counties of Oneida, Brown and Marathon.
LANGLADE COUNTY Langlade County is located near the center of Wisconsin’s northeast quadrant. The city of Antigo is the county seat. Other municipalities include Elcho, Langlade, Norwood and White Lake. Langlade County lies within the service area of the North Central Wisconsin Regional Planning Commission (http://www.ncwrpc.org/).
Population The population of Langlade County was 19,977 people as of 2010.
Employment Approximately 7,474 workers were employed in about 614 businesses in Langlade County in 2012. Most people were employed in public administration, health care, education, manufacturing and retail trade. About 26 percent of workers were employed in freight- dependent industries such as construction, manufacturing and wholesale trade.
Wisconsin Northwoods Freight Rail Market Study Page A3-6
Transportation US 45 and WIS 47 overlap and travel north and south through the county. WIS 52 and WIS 55 are north/south routes that travel in opposite diagonal directions, and WIS 64 runs east and west.
There are no rail lines in Langlade County, but there are active and inactive rail segments in adjacent counties to the north and west. Langlade County is home to the southern half of the Rails-to-Trails recreational corridor that begins in Crandon (Forest County).
The Langlade County Airport is located just east of Antigo.
Commodity Flow All products that were shipped into and out of Langlade County businesses in 2011 were shipped by truck.
Inbound Freight More than 630,000 tons of products were shipped to the county, valued at more than $425 million. Major products shipped to Langlade County were nonmetallic minerals, farm products, and lumber or wood products. Major state origins were other Wisconsin counties, Michigan and Texas. Major local destinations included businesses in Langlade County, Marinette County and Brown County, all in Wisconsin.
Outbound Freight Over 3 million tons of goods were shipped from Langlade County, valued at $618 million. Major commodities shipped from Langlade County were nonmetallic minerals, farm products, and lumber or wood products. Major state destinations were other counties in Wisconsin, and Michigan and Minnesota. Major local destinations were the Wisconsin counties of Wood, Marathon and Oneida.
Wisconsin Northwoods Freight Rail Market Study Page A3-7
LINCOLN COUNTY Lincoln County is located in the central part of northern Wisconsin, and is served by the North Central Wisconsin Regional Planning Commission (http://www.ncwrpc.org/). The city of Merrill is the county seat. Other communities include the city of Tomahawk and the towns of Bradley, Pine River, Rock Falls and Scott.
Population The county’s population was 28,743 people in 2010.
Employment In 2012, there were about 10,173 employed individuals in Lincoln County in about 718 businesses. Freight-dependent industries such as manufacturing, construction and wholesale trade employed 31 percent of the workers in Lincoln County. The county’s major industries were manufacturing, retail trade, public administration, health, education, and administrative services.
Transportation Two federal highways serve Lincoln County: US 8 travels along part of the county’s northern border, and US 51 runs north and south, roughly bisecting the county. WIS 107 also travels north and south, nearly parallel to US 51. Other highways are WIS 17, which runs northeast from Merrill, and the east/west routes of WIS 86 in the north and WIS 64 in the south.
The county’s rail lines are active and have multiple routes in and through the county. They are located near the highway corridors of US 8 and US 51 and are separately operated by Canadian National Railway and Tomahawk Railway. There is also a short Rails-to-Trails section near Tomahawk.
Lincoln County has a municipal airport in Merrill and a regional airport in Tomahawk. In addition, the Central Wisconsin Airport is located about 40 miles south of the south county line, in Mosinee (Marathon County).
Wisconsin Northwoods Freight Rail Market Study Page A3-8
Commodity Flow In 2011, about 874,000 tons of freight were transported into Lincoln County by truck, and over 183,000 tons were transported by rail. Of the freight that was shipped out, nearly 717,000 tons were shipped by truck, and over 350,000 tons were shipped by rail.
Inbound Freight Of the products that were shipped to Lincoln County, almost 83 percent was shipped by truck, and over 17 percent was shipped by rail. Truck products were valued at more than $550 million, and rail products were valued at over $51 million.
Major commodities shipped to Lincoln County by truck included nonmetallic minerals, lumber or wood products, and secondary traffic (commodities moving to and from warehouses and distribution centers). Major state origins were other Wisconsin counties, Michigan and Minnesota. Major local destinations were Marathon County (WI), Langlade County (WI) and Gogebic County (MI).
Major commodities shipped to Lincoln County by rail included coal, chemicals or allied products, and pulp or paper products. Major state/province origins were Kentucky, Alberta (Canada) and Virginia while major local origins were the Kentucky Portion of Evansville (IN) Business Economic Area (BEA), the Richmond (VA) BEA, and Non- Census Metropolitan Area (Non-CMA) Alberta (Canada).
Outbound Freight Of the commodities that were shipped from Lincoln County, over 67 percent was shipped by truck, and almost 33 percent was shipped by rail. Truck products were valued at almost $750 million while rail products were valued at almost $240 million.
Major commodities shipped from Lincoln County by truck were lumber or wood products, farm products, and pulp or paper products. Major state destinations included other Wisconsin counties, Minnesota and Illinois. Major local destinations were Brown County (WI), the Minnesota Portion of Minneapolis BEA, and Ramsey County (MN).
Major commodities shipped by rail from county businesses were pulp or paper products and lumber or wood products. Major state destinations were other Wisconsin counties,
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Missouri and Illinois. Major local destinations were the Missouri Portion of St. Louis BEA, Cook County (IL) and the Nebraska Portion of Omaha BEA.
MARINETTE COUNTY
Marinette County is in northeastern Wisconsin, on the border of Michigan’s Upper Peninsula. Its southeastern corner is on the shoreline of Lake Michigan, on the west shore of Green Bay. The city of Marinette, the county seat, sits directly across the Menominee River from Menominee, Michigan. Other municipalities in Marinette County include Crivitz, Goodman, Pembine, Peshtigo and Porterfield. The county is served by the Bay Lake Regional Planning Commission (http://www.baylakerpc.org/).
Population As of 2010, Marinette County was home to 41,749 people.
Employment Around 18,877 people were employed in about 1,307 businesses in Marinette County in 2012. Major employers were in manufacturing, retail trade, public administration, health and education. Forty percent of the workers were employed in freight-dependent industries such as agriculture, forestry, fishing and hunting, resource extraction, construction, manufacturing and wholesale trade.
Transportation Three U.S. highways and two state highways run through Marinette County. The north/south routes are US 141 in the middle of the county and US 41 in the southeast corner. The east/west routes are US 8 in the north and WIS 64 in the south. WIS 180 is located entirely within Marinette County and links Wausaukee with the city of Marinette.
Canadian National Railway (CN) operates active lines in the northern and southern ends of Marinette County. The Escanaba and Lake Superior Railroad also operates in the county, along routes that connect with CN at points within and beyond Marinette County.
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The county has a municipal airport in Crivitz, and the Menominee-Marinette Twin County Airport is located in neighboring Menominee, Michigan. In addition, the Austin Straubel International Airport, near the city of Green Bay (Brown County), is located about 60 miles southwest of the city of Marinette.
Commodity Flow About 80 percent of the freight that was transported to and from Marinette County businesses in 2011 was carried by truck; most of the rest was shipped by rail. Of the freight tonnage that was shipped into the county, about 1.1 million tons were sent by truck, nearly 137,000 by rail and just over 165,000 by water. Of the outbound freight tonnage, nearly 2 million tons were sent by truck, just over 392,000 by rail and nearly 5,900 by water.
Inbound Freight Almost 80 percent of freight transported to Marinette County was shipped by truck, valued at over $1 billion. Almost 10 percent was shipped by rail, valued at around $55 million, and almost 12 percent of freight was shipped by water, valued at a little more than $101 million.
Major commodities shipped to Marinette County by truck included chemicals or allied products, lumber or wood products, and secondary traffic (commodities moving to and from warehouses and distribution centers). Major origin states were other Wisconsin counties, Michigan and Texas. Major local origins were the Houston (TX) Business Economic Area (BEA), the Michigan Portion of Green Bay BEA, and Oconto County (WI).
Major commodities shipped to Marinette County by rail included pulp or paper products, chemical or allied products, and lumber or wood products. Major state/province origins were Michigan, Alberta (Canada) and Saskatchewan (Canada). Major local origins were Non-Census Metropolitan Area (Non-CMA) Alberta (Canada), the Michigan Portion of Green Bay BEA, and Non-CMA Ontario (Canada).
Primary metal products and nonmetallic minerals were the only commodities shipped to Marinette County by water. State/province origins were Illinois, Ontario (Canada),
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Quebec (Canada) and Indiana. Major local origins were Cook County (IL), Non-CMA Quebec (Canada) and Non-CMA Ontario (Canada).
Outbound Freight Over 80 percent of Marinette County’s outgoing freight was shipped by truck, valued at over $2 billion, while almost 17 percent was shipped by rail, valued at almost $50 million.
Major commodities shipped from Marinette County by truck were nonmetallic minerals, farm products, and lumber or wood products. Major states receiving freight from Marinette County were other Wisconsin counties, Michigan and Illinois. Major local recipients were Oneida County (WI), the Michigan Portion of Green Bay BEA, and Langlade County (WI).
Commodities shipped from Marinette County by rail were clay/concrete/glass/stone, lumber or wood products, and transportation equipment. Major state destinations were Indiana, Kansas and Michigan; major local destinations were the Indiana Portion of Chicago BEA, the Kansas Portion of Wichita BEA, and Dickinson County (MI).
The only commodity that was shipped by water from Marinette County was primary metal products shipped to Cook County (IL).
ONEIDA COUNTY Rhinelander is the county seat of this north-central Wisconsin county. Other cities and towns include Minocqua, Newbold, Three Lakes, Woodboro and Woodruff. The county is served by the North Central Wisconsin Regional Planning Commission (http://www.ncwrpc.org/).
Population As of 2010, Oneida County was home to 35,998 people.
Employment Approximately 16,452 people in Oneida County were employed in about 1,509 establishments in 2012. Major industries in the county included retail trade, manufacturing, public administration, health and education. Eighteen percent of employees were working in freight-
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Transportation Several highways crisscross Oneida County. The north/south routes are US 45, US 51, WIS 17, WIS 32 and WIS 47. The east/west routes are US 8 in the southern part of the county and WIS 70 which dips in and out along the north county line.
Canadian National Railway (CN) operates an east/west rail line through the county. The segment extending from the east county line to Rhinelander is out of service. The segment extending west from Rhinelander through the west county line is active. Half of this western stretch is located along or just south of Oneida County’s southern border, its route weaving in and out of adjacent Lincoln County. In Lincoln County, a second active CN line intersects with this route, providing rail service to the south.
The county’s two airports are the Rhinelander-Oneida County Airport and the Three Lakes Municipal Airport. In addition, the Lakeland Linder Regional Airport in neighboring Vilas County is located less than five miles north of Woodruff.
Commodity Flow In 2011, the majority of Oneida County’s terminating and originating freight commodities was shipped by truck. About 95 percent (over 1.5 million tons) of terminating freight into the county was shipped by truck, and the rest was shipped by rail. The combined value of all inbound freight was nearly $647 million. About 93 percent (346,000 tons) of originating freight from the county was shipped by truck, and the rest was shipped by rail. The total value of all outbound freight was over $532 million.
Inbound Freight The major commodities that were shipped by truck to Oneida County businesses included nonmetallic minerals, secondary traffic (commodities moving to and from warehouses and distribution centers), and clay/concrete/glass/stone. Major state origins were other Wisconsin counties, Michigan and Minnesota. Major local origins were the Wisconsin counties of Langlade, Marinette and Forest.
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Paper and pulp products, coal, and clay/concrete/glass/stone were major commodities shipped to Oneida County businesses by rail. Major state/province origins were British Columbia (Canada), Illinois and Georgia. Major local origins were Non-Census Metropolitan Area (Non-CMA) British Columbia (Canada), and the Illinois Portion of St. Louis (MO) Business Economic Area (BEA).
Outbound Freight The commodities with the highest tonnage transported from Oneida County by truck were lumber or wood products, pulp or paper products, and clay/concrete/glass/stone. The county’s freight was shipped by truck to other Wisconsin counties, Minnesota and Michigan, as well as some coastal states and Canada. The major local trading partners were Marathon County (WI), Ramsey County (MN) and Portage County (WI).
Pulp and paper products were the only commodities shipped by rail from Oneida County businesses, and they were shipped to the Asheville (NC) BEA and the Maryland Portion of Washington (DC) BEA.
PRICE COUNTY Price County is in the central part of northern Wisconsin. The city of Phillips is the county seat. Other communities include the city of Park Falls, the villages of Catawba, Kennan, and Prentice, and the town of Ogema. It is one of the counties served by the Northwest Regional Planning Commission (http://www.nwrpc.com/).
Population As of 2010, the population of Price County was 14,159.
Employment In 2012, about 5,655 people were employed in approximately 510 businesses in Price County. Of those, 41 percent were working in freight-intensive industries such as manufacturing, construction and wholesale trade. Major industries, based on number of employees, were manufacturing, public administration, health and education.
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Transportation One U.S. highway and six state highways serve the residents and businesses of Price County. Running east and west are US 8 and WIS 86 in the southern part of the county, and WIS 70 and WIS 182 in the north. WIS 13, a north/south route, bisects the county. WIS 102 also travels north and south. A short stretch of highway located entirely within Price County, WIS 111, provides a connection between US 8 and WIS 13.
The two rail lines that run through Price County divide it into four parts and intersect in Prentice. The lines running north and east from Prentice are active and are operated by Canadian National Railway (CN). The line extending from Prentice to the west, also a CN line, is out of service to Ladysmith in neighboring Rusk County. A Rails-to-Trails segment connects Prentice to Medford, in adjacent Taylor County to the south.
Price County has a municipal airport in Park Falls and a county airport in Phillips. There is also an airport in Prentice.
Commodity Flow Price County businesses used a combination of truck and rail to ship their freight in 2011. Slightly more than 87 percent (over 469,000 tons) of the freight shipped to Price County businesses was shipped by truck, and almost 13 percent (over 69,000 tons) was shipped by rail. Inbound freight had a total value of around $320 million.
Freight that was shipped from Price County was sent by truck more than 70 percent of the time and by rail almost 30 percent of the time. Of the freight that was shipped out, just over 457,000 tons were shipped by truck, and nearly 175,000 tons were shipped by rail. Outbound freight had a total value of almost $550 million.
Inbound Freight Commodities that were shipped to Price County businesses by truck were lumber or wood products, nonmetallic minerals, and farm products. Most commodities were shipped from other Wisconsin counties, Michigan and Minnesota. Major local origins were Gogebic County (MI), Taylor County (WI) and Marathon County (WI).
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Three commodities were shipped into Price County by rail: lumber or wood products, food or kindred products, and waste or scrap materials. Major state origins were Minnesota, Iowa and Wisconsin, while major local origins were St. Louis County (MN), the Cedar Rapids (IA) Business Economic Area (BEA) and Sawyer County (WI).
Outbound Freight Major commodities shipped from Price County by truck included lumber or wood products, farm products, and nonmetallic minerals. Major destination states were other Wisconsin counties, and Minnesota and Texas. Major local destinations were the Wisconsin counties of Marathon, Portage and Wood.
Commodities that were shipped from Price County by rail were lumber or wood products, and pulp or paper products. Major state destinations were other Wisconsin counties, and Illinois and Massachusetts. Major local destinations were Wood County (WI), Outagamie County (WI) and the Illinois Portion of Chicago BEA.
RUSK COUNTY Rusk County is located in northwestern Wisconsin. The city of Ladysmith is the county seat. Other communities include the villages of Bruce, Hawkins, Sheldon and Weyerhaeuser. The Northwest Regional Planning Commission (http://www.nwrpc.com/) serves the county.
Population In 2010, 14,755 people lived in Rusk County.
Employment About 4,826 people were employed in approximately 339 establishments in Rusk County in 2012, mostly in manufacturing, retail trade, public administration, health and education. Thirty percent worked in freight-dependent industries such as construction and manufacturing. Major industries included manufacturing, dairy and agriculture, and wood processing.
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Transportation Rusk County is served by one U.S. highway and three state highways. US 8 travels east and west through the middle of the county. Routes running north and south in or through the county are WIS 40 in the west, WIS 27 in the middle and WIS 73 in the east.
Two rail corridors, intersecting in Ladysmith, divide Rusk County into four sections. The north/south rail line through the county is active. Until recently, the entire length of the line that ran east and west through the county was out of service, but in late 2012, the segment extending west from Ladysmith was reactivated to accommodate the shipment of “frac sand” (industrial sand). The line east of Ladysmith remains out of service. All the rail lines are operated by Canadian National Railway.
The Rusk County Airport is located in Tony, a few miles east of Ladysmith.
Commodity Flow A total of nearly 417,000 tons of freight, valued at over $201 million, was shipped into Rusk County in 2011. Over 645,000 tons, valued at nearly $379 million, were shipped out. Most of the inbound and outbound freight was transported by truck.
Inbound Freight Major commodities shipped by truck to Rusk County businesses were nonmetallic minerals, lumber or wood products, and farm products. Major state origins were other counties in Wisconsin, and Minnesota and Illinois. Major local origins were Sawyer County (WI), the Minnesota Portion of Minneapolis Business Economic Area (BEA), and Marathon County (WI).
The only commodity shipped by rail into Rusk County was petroleum or coal products from Edmonton (AB), Canada.
Outbound Freight Major commodities shipped by truck from Rusk County businesses were farm products, lumber or wood products, and clay/concrete/glass stone. Major state destinations were other Wisconsin counties, Minnesota and Texas. Major local destinations were
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Hennepin County (MN), Marathon County (WI) and the Minnesota Portion of Minneapolis BEA.
The only commodity shipped by rail from Rusk County was lumber or wood products, shipped to Wood County (WI) and Marinette County (WI).
VILAS COUNTY Vilas County is one of the state’s northern-most counties and is bordered on the north by Michigan’s Upper Peninsula. The city of Eagle River is the county seat. Towns in the county include Arbor Vitae, Lac du Flambeau, Lincoln, Phelps and St. Germain. The North Central Wisconsin Regional Planning Commission (http://www.ncwrpc.org/) serves Vilas County.
Population Vilas County’s population was 21,430 people in 2010.
Employment About 7,276 people were employed in approximately 992 businesses in Vilas County in 2012. About 15 percent of those workers were employed in the freight-intensive industries of manufacturing, construction and wholesale trade. Major employers were in the public administration, health, education, retail trade, construction and manufacturing sectors.
Transportation Several federal and state highways run through Vilas County. US 45, US 51, WIS 17, WIS 32 and WIS 47 travel north and south. WIS 70 travels east and west along Vilas County’s southern border. WIS 155 is contained entirely within the county, connecting the south-central communities of Sayner and St. Germain.
There are no rail lines in Vilas County, but there are active and inactive rail segments in adjacent counties to the south and west.
Vilas County has a regional airport in Arbor Vitae, with additional airports in Boulder Junction, Eagle River, Land O’ Lakes and Manitowish Waters. There is also a seaplane base in Lac du Flambeau.
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Commodity Flow Vilas County’s incoming and outgoing freight tonnage was primarily shipped by truck in 2011. The county received more than 560,000 tons of products valued at over $180 million, and shipped out almost 150,000 tons of goods valued at more than $110 million.
Inbound Freight Major commodities shipped by truck into Vilas County were nonmetallic minerals, secondary traffic (commodities moving to and from warehouses and distribution centers), and lumber or wood products. The major originating states were other counties in Wisconsin, and Michigan and Minnesota. Top local originating counties were Iron County (WI), Baraga County (MI) and Keweenaw County (MI).
Outbound Freight Major commodities shipped by truck that originated in the county were lumber and wood products, clay/concrete/glass/stone, and farm products. Top state destinations were other counties in Wisconsin, and Michigan and Minnesota. Top local destinations for Vilas County products were Marathon County (WI), Dickinson County (MI) and Houghton County (MI).
Definitions
BEA Business Economic Area (BEA): Used by the U. S. Census Bureau, a BEA is a geographically delineated area with concentrated economic activity that is not contained by a city, county, state or other political boundary. For example, the Minneapolis BEA includes the city of Minneapolis, its surrounding suburbs and portions of Minnesota and Wisconsin. Therefore, the Minnesota Portion of the Minneapolis BEA represents just the counties and municipalities in the state of Minnesota that are part of the Minneapolis BEA.
CMA Census Metropolitan Area (CMA): CMAs are geographically delineated areas used by Canada in order to conduct their census every five years. A CMA represents a grouping of large urban areas and those surrounding the urban area. To be considered a CMA, the area must contain an urban core population of at least 100,000 in the previous census. (Statistics Canada)
Non-CMA Non-Census Metropolitan Area (Non-CMA): Non-CMAs are geographic areas used by Canada in order to conduct their census every five years. The Non-CMA area of a Canadian province is comprised of smaller urban areas with a population of less than 100,000. (Statistics Canada)
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Appendix 4: Instructions for Using the FRA’s Freight Station Mapping Tool
Tom Frackleton GIS Analyst Wisconsin Department of Transportation DTIM Bureau of Economic Development [email protected] 608-264-7331
Libraries/docs/FRA GIS RAIL MAP.docx FEDERAL RAILROAD ADMINISTRATION (FRA) ONLINE RAIL MAP
A web-based Federal Railroad Administration map is available at: https://explore.data.gov/Transportation/FRA-GIS-Web-Mapping-Application/6ydw-bswf,
Click the link or search on “FRA RAIL GIS”. The name of the website is “FRA GIS Web Mapping Application”.
Click the “MAP” button on the upper right of the page.
Click
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The FRA GIS Rail Map opens.
MAP CONTENTS TOOLBAR
The map includes Map Contents, a table of contents that lists all layers that can be plotted on the map, and a Toolbar for manipulating the map. This map only depicts rail infrastructure, some major cities, counties, and states. The map does not include roads or orthophotos (aerial photos).
The Toolbar, located at the top of the map, is a collection of point-and-click icons used to navigate the map.
Map Scale
MAP SCALE If there is a number in the Map Scale box, drag the mouse cursor over it and hit delete on your keyboard. The box contents go blank. Type 600000 in the Map Scale box, and click the Go button to the right of the Map Scale box, or hit Enter on your keyboard. The Map Scale box now reads 1: 600,000, and the map instantly zooms to this scale. At this scale, one inch on the map equals 600,000 inches on the ground.
Zoom in – Zoom out
ZOOM IN ZOOM OUT
Click the Zoom In tool, and draw a small square on the map, keeping the left mouse button depressed. The map zooms in to the square, and the map scale changes. Use this tool for detailed, close-up views.
Click the Zoom Out tool, keeping the left mouse button depressed, and draw a square on the map. The map zooms out, and the map scale changes again.
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Pan
PAN
Click the Pan tool, keeping the left mouse button depressed, and drag the Pan icon across the map in any direction to navigate to a new location. The map scale remains the same, but the map location changes.
Full Extent
FULL EXTENT
Click the Full Extent tool, and the map expands to show the entire North American continent. The map scale changes.
Back Extent
BACK EXTENT
Click the Back Extent tool, and the map zooms to the previous map extent. Click this tool multiple times to view a series of previous map extents.
Forward Extent
FORWARD EXTENT
Click the Forward Extent tool after using the Back Extent tool to return to a previous map extent. Click the tool multiple times to navigate through a series of map extents.
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Go To Location
1 – CLICK XY
2 – Enter latitude (X) and longitude (Y)
3 – Click Zoom To
Click the XY icon to navigate to a new location using latitude and longitude coordinates. A Go To Location dialog box opens. Enter longitude (X) as a negative number and latitude (Y) as a positive number. In North America longitude (X) is negative and latitude (Y) is positive. Enter latitude and longitude as decimal degrees (not degrees-minutes-seconds). Click the Zoom To button, and the map zooms to the location you entered. The accuracy of this tool depends on the quality of your latitude and longitude coordinates.
Magnifier
MAGNIFIER
Click the Magnifier tool to view a popup window that magnifies a small section of the map.
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Map Identify
MAP IDENTIFY
Click the Map Identify tool, and click on a freight station, section of rail, or any map feature to view information about that feature.
1 - CLICK IDENTIFY TOOL
2 - CLICK GREEN SQUARE 3 - CLICK TRIANGLE
4 – ATTRIBUTE TABLE OPENS
This list of items that describe the Allouez Ore Dock is called
the Attribute Table. This is a
standard feature of GIS map software. A list of descriptors is attached to each Freight
Station.
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Definition of Terms in the Freight Station Attribute Table
SUPERIOR (FREIGHT STATIONS) This is a copy of the Attribute Table for a Freight Station located in Superior, Wisconsin. The Attribute Table is a OBJECTID 39450 standard list of information attached to each Freight SCAC UP Station by the GIS map software. FSAC 28530
EFFDATE 20110209 The top field (OBJECT ID) is a unique ID number added by RULE260 SUPER a GIS editor for map records management. The remaining LOC_SPLC 323130000 fields were assigned by Railinc, a rail freight logistics LOC_TYPE OR consultant. Railinc is ultimately responsible for the LOC_NAME SUPERIOR contents of the Freight Station Attribute Table. LOC_COUNTY DOUGLAS LOC_STATE WI We use only four fields from the attribute table to confirm SPLC 323130 the name and location of each Freight Station. These are FSAC_TXT 28530 the four yellow highlighted fields to the left. This is the UNIQUEID UP28530323130 Superior Freight Station located in Superior, Douglas NEARNODE 203688 County, Wisconsin. NAME SUPERIOR The remaining fields are proprietary information used to STCNTYFIPS 55031 track freight.
This is the Railinc website: https://www.railinc.com/rportal/web/guest/home
A glossary of Railinc terms is available at: https://www.railinc.com/rportal/alf_docs/CSM/CSM_TapeLayout.rtf
Definition of Terms
These definitions were primarily compiled from a web search of Railinc documents.
This level of detail is not required to use the FRA GIS software. It is only included for reference.
OBJECTID – A unique ID number assigned by a GIS editor to each Freight Station. This is a required field for GIS data processing.
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SCAC - Standard Carrier Alpha Code - A unique four-letter code used to identify transportation companies developed by the National Motor Freight Traffic Association (NMFTA). These must be currently valid codes listed in the MARK Industry Reference File.
FSAC - Freight Station Accounting Code – Railroad industry location code used for interline billing and local settlement between carriers.
EFFDATE - Effective Date – The date that the info is effective in the format YYYYMMDD. (NOTE: In most GIS applications, the Effective Date is the date that the info was last checked and updated. For the Superior Freight Station, EFFDATE is 20110209 (Feb 9, 2011). This is fairly recent. If the Effective Date for a freight station is more than 10 years old, the information might be outdated. The freight station might no longer be in service.
RULE 260 - Junction Abbreviation – A five-letter abbreviation code that defines the junction point of two or more railroads. (Note - This might be the location where the freight station rail spur diverges from the main track.)
LOC_SPLC - Standard Point Location Code of the Rail Station, published by the Association of American Railroads. Nine characters alpha/numeric. Used to check shortline mileage between rail locations.
LOC_TYPE - Location Type – Allowable values are: R Railroad Freight Tariff Location O Railroad Operating Location L International Location H Haulage Location J Junction Settlement Location (Only allowed when CSXT is the SCAC.) W Switching Location T AEI Reader Equipped Location M Motor Freight Tariff Location (Substituted for truck-for-rail service and not to be used for TOFC/COFC service.)
LOC_NAME – Freight Station name
LOC_COUNTY – County
LOC_STATE – State
SPLC - Standard Point Location Code– Text field but code is always numeric. Identical to LOC_SPLC above. Used to check shortline mileage between rail locations.
FSAC_TXT – Freight Station Accounting Code - Rail Industry accounting code.
UNIQUEID - Concatenation of SCAC Railroad + FSAC + SPLC. Unique ID # assigned to the freight station. This is a required field for software processing.
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NEARNODE – Closest node to the freight station on the rail network. Nodes are points on the rail network that mark the beginning and end of segments of rail (red dot below). Each node (red dot) on the rail line (blue line) is assigned a unique number. This system documents the approximate location of the freight station on the rail network.
NODE
NAME – Freight Station name. Should be identical to LOC_NAME above.
STCNTYFIPS – Federal Information Processing Standard state and county code. ______
Using the FRA Map
When you open the map, Amtrak Stations, Freight Stations, Rail Mileposts, and Grade Crossings are grayed out in the Map Contents section (red square below). These features only plot on the map when you zoom in to a scale of about 1:400,000.
Click the Zoom in tool.
Draw a small square in a locality in Wisconsin where you want to view freight stations.
Zoom in to view Freight Stations
The map zooms in to the area you specified using the Zoom in tool.
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The map Scale Box is outlined in red below. An alternative way to zoom in to a specific map scale is to type a scale value in the scale box. Use the mouse to select the current value in the scale box, and hit the delete key. The value in the scale box is deleted. Type 400000 in the scale box and hit enter. The scale box converts to 1: 400,000, and the map zooms to a scale of 1: 400,000. A distance of one foot on the map equals 400,000 feet on the ground.
At a scale of 1 to 400,000, Major Cities, Amtrak Stations, Freight Stations, Rail Mileposts, and Grade Crossings plot on the map. This causes visual clutter. We need to identify the map symbols for features plotted on the map (Cities, Amtrak Stations, Freight Stations, etc.). In the Map Contents to the left of the map, click the plus sign (+) in front of Major Cities, Amtrak Stations, Freight Stations, Rail Mileposts, and Grade Crossings. The plus sign turns to a minus sign, and a colored map symbol for each feature displays in the Map Contents box.
The map changes after using the Zoom In tool and the Scale Box.
SCALE BOX
SCALE = 1 : 400000
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To eliminate visual clutter, turn off Major Cities, Amtrak Stations, Rail Mileposts, and Grade Crossings. In the Table of Contents, use the mouse to click the check boxes to the left of these features. Unchecking these layers does not delete them. They are turned off but retained in the map software. They can be turned on (checked) or turned off (unchecked) at will. Leave Freight Stations turned on (checked).
Freight Stations checked = visible
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Move around the map using the Pan Tool (hand symbol on the toolbar). Click the Info Tool (i symbol on the toolbar), and click on the center of a Freight Station symbol (green square on the map). A label box appears on the map showing the name of the Freight Station. Click on the small triangle to the right side of the label box to view the Freight Station Attributes. Use the scrollbar to the right of the Attribute Table to view the attributes.
Tip – You need to click the center of Freight Station symbol (green square) to see the Freight Station Attributes. If you click the square off-center, you will get info about the railroad or county.
1 - CLICK INFO TOOL
2 - CLICK 3 - CLICK TRIANGLE FREIGHT STATION SYMBOL
ATTRIBUTE TABLE
OPENS WHEN YOU
CLICK TRIANGLE
USE SCROLLBAR TO VIEW ATTRIBUTES
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Copy Freight Station Attributes into A Word-Processing Program
You may need a summary sheet of Freight Station attributes to take into the field. Zoom to a Freight station, and click the Info Tool (i) on the toolbar. Click the Freight Station symbol on the map (green square). Click the triangle icon at the top of the Attribute Table to expand the table. The Attribute Table displays on the map. Click Add to Results at the bottom of the Attribute Table.
3 - CLICK 1 - CLICK
2 - CLICK
4 - CLICK
Clicking Add to Results converts the Freight Station info into a format that you can copy into a word-processing program.
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When you click Add to Results, the attributes post in the Results Box to the left of the map.
The Attribute Table and the latitude and longitude post in the Results Box on the left side of the map, in a format that can be copied to a word-processing program (to produce a document for use in the field).
Longitude = -92.025. (Note the minus sign.)
LONGITUDE Latitude = 46.695 CLICK AND HERE TO In Wisconsin longitude is in the EXPAND LATITUDE negative 90s and latitude is in the plus LIST 40s.
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Use the latitude and longitude coordinates from the Add to Results tool to plot the Freight Station on a street map.
Go to (ctrl click this link) http://www.mapquest.com/maps?form=maps&geocode=LATLNG or search on mapquest. A mapquest tool opens.
In the “SEARCH FOR” box, type the latitude and longitude numbers separated by a comma and space.
WARNING – The FRA GIS map reports coordinates as longitude, latitude (-92.025, 46.695). Mapquest requires a reversed format: latitude first, followed by longitude (46.695, -92.025). Do not forget the comma, space, and minus sign for longitude.
Click “GET MAP”. The map plots a marker for the Allouez Freight Station and displays it on a street map.
1 - ENTER
LATITUDE & 2 - CLICK LONGITUDE
ALLOUEZ ORE DOCK FREIGHT STATION
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Mapquest also provides an option to plot the freight station on an orthophoto (aerial map). Orthophotos provide some degree of fact-checking provided the photos are not outdated. To view the freight station on an orthophoto, click the Satellite button on the upper right corner of the map. The most reliable method for verification is onsite inspection. Some orthophotos might be five years old or older.
CLICK SATELLITE FOR
ORTHOPHOTO CLICK
ALLOUEZ ORE DOCK
FREIGHT STATION
Disclaimer
A documentation file, called metadata, is normally attached to published GIS files. Metadata provides a description of the file contents, documentation of who created the information, how it was created, when it was created, dates it was updated, its fitness for use, and a disclaimer of liability. The Freight Stations file has no metadata attached, so we do not fully understand the meanings of some of the descriptive fields, and we do not know if the information is current, accurate, or complete. An orthophoto examination indicates that the majority of Freight Stations are abandoned.
The Wisconsin Department of Transportation was not involved in the creation or maintenance of the Freight Station file and makes no guarantee regarding its fitness for use. This instruction manual is a general interpretation of web-based content that appears to be outdated. The user assumes all liability incurred by using the content of the Freight Station files.
Wisconsin Northwoods Freight Rail Market Study Page A4-15
Wisconsin Northwoods Freight Rail Market Study Page A4-16
Appendix 5: Complete Survey Results – Rail Users
Northwoods Rail Transit Northern Wisconsin Rail Study Commission
2012 Survey Results - Rail Users 39 out of 190 Respondents
1. What products or raw materials are shipped to your facility?
Each business that indicated inbound freight was assigned one major commodity type.
14 rail users receive lumber/wood products 3 rail users receive pulp/paper products 2 rail users receive primary metal products Other inbound commodities include: chemicals, machinery, farm products, and food products. 14 rail users did not provide a response, or do not receive freight (mostly loggers)
2. In tons, or other industry standards (such as board feet), what was the approximate volume of products or raw materials shipped to your facility in calendar year 2011?
Responses have been aggregated for all 190 respondents. The ranges below represent the lowest amount received by any business, to the highest amount received by any business. Not all commodities are listed.
Commodity Weight or Quantity Range Total of all Measurement Businesses
Construction Materials 3,500 200,000 275,500 Tons
Feed and Seed 190 25,000 51,390 Tons 150 10,000 20,550 Tons Fertilizer 130,000 130,000 130,000 Gallons Food Products 125 4,625 5,600 Tons
Fuel 35,000 6.5 million 6.54 million Gallons 1,600 769,796 1.2 million Tons Logs/Pulpwood 60,000 16 million 45.5 million Board feet Lumber 60,000 30 million 55.1 million Board feet
Paper Products 30 20,000 20,030 Tons Parts, Components, 1 740,000 886,015 Tons and/or Raw Materials 1,000 1,000 1,000 Board feet for Manufacturing 40,000 40,000 40,000 Cubic feet Steel and Other Metals 10 20,000 51,766 Tons
Wisconsin Northwoods Freight Rail Market Study Page A5-1
3. What shipping mode(s) do you use for inbound freight? Check all that apply.
29 businesses provided 63 answers.
4. Of your inbound freight’s total volume, what percentage is shipped by each mode?
29 businesses indicated their inbound modal split.
16 of the 29 receive at least 90% of inbound freight by truck. 3 rail users receive more freight by rail than by truck. 4 rail users receive freight by water. 2 rail users receive freight by air.
Wisconsin Northwoods Freight Rail Market Study Page A5-2
5. Where does your inbound freight come from?
27 rail users indicated the origins of their freight.
States: Regions:
The major origins in Canada are: o Ontario (11) o British Columbia (4) o Quebec (4)
No rail users receive freight from Mexico.
One respondent indicated they import freight from outside North America.
Wisconsin Northwoods Freight Rail Market Study Page A5-3
6. For your inbound freight, who decides which shipping mode to use? Check all that apply.
30 businesses answered this question.
We do (21) Our suppliers do (12) Other (4)
7. What products or raw materials do you ship out of your facility?
Each business that indicated its outbound freight was assigned one major commodity type.
25 rail users ship lumber/wood products 3 rail users ship pulp/paper products 2 rail users ship transportation equipment Other outbound commodities include: chemicals, machinery, farm products, and food products. 2 rail users did not provide an answer, or do not have outbound freight.
8. In tons, or other industry standards (such as board feet), what was the approximate volume of products or raw materials you shipped out of your facility in calendar year 2011?
Responses have been aggregated for all 190 respondents. The ranges below represent the lowest amount received by any business, to the highest amount received by any business. Not all commodities are listed.
Total of all Commodity Weight or Quantity Range Measurement Businesses
Beverages 720,000 4.7 million 5.42 million Cases or case equivalents
Construction Materials 2,500 300,000 537,500 Tons
Fabricated Steel 416 20,000 27,466 Tons
Feed and Seed 7,000 24,750 49,750 Tons
Fertilizer 1,600 20,000 21,600 Tons 1.5 14,500 26,077 Tons Food Products 1,650 1,650 1,650 Truckloads 300 308,300 360,666 Tons Logs/Pulpwood 50,000 16 million 21.48 million Board feet 500 30,000 66,900 Cords
60,000 18.6 million 84.36 million Board feet Lumber 250 million 250 million 250 million Square feet
Paper Products 300 274,561 535,300 Tons 500 50,000 57,100 Tons Wood Products 40,000 390 million 393 million Board feet
Wisconsin Northwoods Freight Rail Market Study Page A5-4
9. What shipping mode(s) do you use for outbound freight?
38 businesses provided 79 answers.
10. Of your outbound freight’s total volume, what percentage is shipped by each mode?
38 of the 39 rail users indicated their outbound modal split.
o 30 of the 38 ship at least 90% of outbound freight by truck. o Only two rail users ship more freight by rail than by truck. o Five rail users ship freight by water. . One of those five sends out 100% of its freight by water o Three rail users ship freight by air.
Wisconsin Northwoods Freight Rail Market Study Page A5-5
11. Where do you ship your outbound freight?
37 rail users indicated the destinations of their freight.
States: Regions:
The major destinations in Canada include:
o Ontario (14) o Quebec (10) o Alberta (7) o British Columbia (6) o Manitoba (5)
Six rail users send freight to Mexico.
Six rail users indicated they export freight outside North America.
Wisconsin Northwoods Freight Rail Market Study Page A5-6
12. For your outbound freight, who decides which shipping mode to use? Check all that apply.
38 businesses answered this question.
We do (30) Our customers do (14) Other (4)
13. In which county is your business located? If you have multiple facilities, please account for each of them separately, even if they are in the same county. Also, indicate each site’s ability to handle freight.
County Number of Businesses County Number of Businesses Barron 5 Price 4 Clark 1 Rusk 2 Florence 1 Vilas 1 Forest 2 Wood 1 Langlade 2 Delta, MI 1 Lincoln 4 Dickinson, MI 1 Marinette 6 Marquette, MI 1 Oneida 2 Menominee, MI 2 Outagamie 1 Unknown 1
8 rail users indicated that they have multiple facilities.
14. Why do you use rail? Check all that apply
Other reasons for using rail: o Distance from job site to mill is not practical to use trucks o Source of capacity, best for large volumes and long distance o For hauling over 150 miles if mills need wood and are willing to pay for it
Wisconsin Northwoods Freight Rail Market Study Page A5-7
15. If an inactive rail line in northern Wisconsin were put back into service, would you use it?
Yes (16) No (7) Not sure (17)
16. If an inactive rail line in northern Wisconsin were put back into service, what (if any) transportation infrastructure improvements – new roads, rail spurs, etc. – would you need in order to utilize it? Please describe where those improvements would be located.
Rail sidings (multiple responses) Rail line into Antigo Log yard in Barron to load cars Rail spur access Existing wood yard in Tony would be an ideal site. Improvements in Pembine Improved spur at Armstrong Creek
17. What (if any) transportation infrastructure improvements – new roads, rail spurs, etc. – do you need in order to utilize, or take greater advantage of, any of the active rail lines in northern Wisconsin? Please describe where those improvements would be located.
More open siding or landings to load wood on to rail – Oneida and Vilas Counties A closer intermodal ramp Replace a removed spur in Park Falls More car storage and unloading spots in Tomahawk We could use a spur to load pulpwood in Green Bay on the E&LS Commercial depot in northern Wisconsin Reopen sidings along main line north of Ladysmith – particularly Stone Lake Use of the siding in Pembine owned by CN More available log cars Rail spurs in Wausaukee, Fifield, Butternut and Glidden.
18. What (if any) changes to your current rail service would need to occur for you to ship or receive more volume by rail? If those changes were made, how much additional volume would you consider shipping and/or receiving by rail?
More rail choices More days per week and quicker turn around More time to load cars More reliable – better control of delivery times Easier access to loading terminal More pulpwood cars More ties, higher speeds
16 rail users indicated that improvements in service would translate to additional volume.
Wisconsin Northwoods Freight Rail Market Study Page A5-8
19. What effect would losing rail as a shipping method have on your business?
The most common answers were:
Costs would increase (23) Inbound freight would ship in a different container, or be packed differently (11) Employees work schedules would change (10) Outbound freight would ship in a different container, or be packed differently (9) Volume of freight shipped out would decrease (9) Sales would decrease (9) No significant effect (9)
20. An “intermodal facility” is a place where goods may be transferred from one type of carrier to another, such as between a truck and a rail car. (This question will disregard shipping by water.) An intermodal transfer can be direct or intermediate.
a) A direct intermodal transfer occurs when a truck trailer or an International Standards Organization (ISO) shipping container is loaded directly on to (or unloaded from) a rail car. The contents of the truck trailer or shipping container are not unloaded during the transfer.
Would you use this type of facility, if one were built in an area convenient for you?
12 rail users indicated that they would use a direct intermodal facility. Suggested locations: o Appleton, Kaukauna, or Green Bay o Bark River, Michigan o Delta County, Michigan o Within 50 miles of Goodman o Northern Oneida or southern Vilas County o Pembine o Stevens Point or Superior o Wausau
b) An intermediate intermodal transfer – also called a “transload” – occurs when the contents of a truck trailer or rail car are unloaded from one type of carrier and then reloaded on another. The unloaded cargo may be stored at the site before being picked up by the other carrier.
Would you use this type of facility, if one were built in an area convenient for you?
14 rail users indicated that they would use a transload facility. Suggested locations: o Bark River, Michigan o Barron or Somerset o Barron, Ladysmith, or Tony o Bruce Crossing, Michigan o Chicago or Milwaukee o Eau Claire o Fifield o Merrill or Wausau o Northwest Wisconsin o Wausau o Wisconsin Rapids
Wisconsin Northwoods Freight Rail Market Study Page A5-9
21. Please share your perspectives and opinions
a) Describe any favorable impressions you have about freight rail.
Efficient, economic Service continues to be discussed. When rates are favorable it is very effective. Generally predictable vs. truck Availability of cars has been good since 2008. Customer staff is very helpful, more through rates on the web site result in faster response to our customer requests. Can be good for pricing when competition from other Class 1 rail is involved It's cheaper and can haul a lot of product. Convenient to haul logs It is a good way to ship raw forest products. Ability to ship higher volumes at lower rates Cheaper Could decrease costs for shippers, states, and country as a whole It makes sense to ship natural resources longer distances by rail. Can be very cost effective Shorter hauls for my trucks. I will load rail cars more to get more wood shipped. Very cost effective Lower cost base, higher load ability Normally, the current shipments by rail go smoothly. Ability to receive from distant places (Canada) Cuts down on truck traffic Keeps truck driving time down It has a low cost per ton-mile. Clean, decreases trucks on highways, saves wear and tear on highways Without it, we would be out of business. Not sure other than if the rail was more dependable, I would use it more Rail hauls most effectively on vast transit distances. I can overlook rail inconsistencies on long hauls because of the cost savings. Can move a lot of wood fast if close I cannot think of a more efficient way of moving forest products. I think we should be spending more money expanding our rail systems instead of abandoning them. It is a more convenient way to ship. None (3)
b) Describe any unfavorable impressions you have about freight rail.
Delays if a rail car needs repairs Rail prices continue to increase, which is causing us to look at more trucking again. Service is usually poor and unreliable. Service and response deteriorated continually the last 15 years. CN hard to work with. Rates in many locations are too high. Subject to having available chassis to delivery containers from rail Takes too long to get cars. Too short of time period to load cars, in some cases. And demurrage charges on cars. Not dependable on the lignin side, cost is much higher, service is less since the CN took over from Wisconsin Central. Faulty cars and poor response to correct the problem. Ability to get in touch with regional account manager is very difficult with very slow response time.
Wisconsin Northwoods Freight Rail Market Study Page A5-10
Because of the lack of competition, rail service in our area has become very non customer friendly. Service is poor, train crews are undependable and arrogant. Very little emphasis is placed on customer service except by marketing. Slow to deliver and our product needs to be delivered faster in the summer, but in winter it isn't a problem. Seems as though CN is only interested in large companies with high volumes of shipments. Hard to get cars at times. Other times they all come in at once and need to be loaded within 24 hours, making it difficult. They treat their customers like they don't care. Have to beg them to take care of us. Gets better for awhile and then changes for the worst. Then start over. We need it 100% for our business. Limited service times. Time to destination. Delivery times Canadian National seems to view loggers as a business they do not want. Carriers have gotten too large to care about smaller volumes. Our service was better when we had Wisconsin Central or Milwaukee Road service. Mainlines are expensive and are not easy to deal with. Short lines are unreliable. Hard to work with - they do whatever they want without regard to customers' needs. Very difficult access Need faster service Unreliable schedule and car placement. Not customer service oriented. Longer transit times and high cost on diversions, shift rework, etc. The rail in Wisconsin is a monopoly. It is their way, take it or leave it. I don't believe the rail is really interested in doing business with loggers. Service Not being able to get cars to load when you need them causes a small inconvenience. Longer lead time for delivery of product in comparison to freight trucking Unpredictable, cost continues to go up Their pulpwood cars are currently not long enough to load them very easily. Cars never show up on time and rail is always pushing for demurrage. I've had demurrage charges for cars not even delivered yet. In our area it is at times difficult to get enough rail cars. No locked in delivery schedules. Seems we never know when we will be able to get rail cars for loading. Rail cars lose wood, without reimbursement. Slow. No idea when rail cars will be delivered or picked up. It takes longer to get the freight to destination. Slow (3)
c) In your opinion, how does your industry view freight rail?
Becoming less valuable as costs are increasing Fair-poor Not good Many feel rail is the least expensive no matter where it ships. Inter rail charges are very high. It is also considered the most unreliable for delivery dates. We view rail freight as a less expensive and necessary option. Good It's hard to plan at times, but we would be in a world of hurt if they would close. We need it 100% for our business. Dependent upon size of manufacturing operation (bigger=rail more important). Awful More difficult to utilize. Our industry would not be able to compete without rail service. Movement of natural resources over long distances would be cost prohibitive without rail.
Wisconsin Northwoods Freight Rail Market Study Page A5-11
Need freight rail service Very favorable, necessary and vital We view its use as very important to our business. Good, if we can get adequate service at a reasonable rate Very important Valuable I like it. Rail is a necessary type of freight to keep costs down in long haul grain movements. Very important! Love it Necessary evil Generally undesirable but effective Slow My industry sees freight rail as a growing necessity. Fuel is not getting any cheaper and you can move so much more tonnage by rail. A BAD way to do business Some would say it's a more efficient way to ship Favorably (3) Negatively (2)
d) In your opinion, how does your local community view freight rail?
Neutral (un-informed) Not many people use it. So they don't think about it much at all. All they are concerned about are the extremely rough crossings at most roads around here. It has always been around so most people are accustomed to it. We are on a less used rail line so it is not a big intrusion. Obsolete Good Important to the community I don't think they know much about it. City didn't do anything preserving spur that used to serve us. A walking trail is more important I guess. Our community knows the reason we are in business is the rail road. Without the rail road we probably would not be here and without us the community would not have its largest employer. Negative Ambiguous Need it Well accepted The local community supports our business and the freight rail. As a good thing Valuable asset It is rarely used due to the distance to the nearest track. I believe they understand how valuable it is for us to remain in business. Some like to see it back but others do not. Ambivalent Positive We have other businesses that ship solely by truck that would love to put their product on rail if we had a good spur. Slow. Used to be a mess where rail cars were loaded; an eyesore. Most people do not like waiting for trains but have gotten used to the times they go through town. Favorably (3)
Wisconsin Northwoods Freight Rail Market Study Page A5-12
e) In your opinion, how do your neighbors at your business site view freight rail?
No problems Neutral Our neighbor views rail negatively. When we get switched our neighbors drive way can be blocked for up to an hour. Negative Ambiguous Need it Well accepted Our neighbors seem to support both our business and the freight rail. Good Inconvenienced when they have to wait at road crossings Asset They have similar needs to move bulk agricultural products and supplies at competitive prices. I believe they have no opinion because it doesn't affect or bother them. Necessary evil Positive They know it is a necessity. Favorably (3)
f) In your opinion, what factors will determine whether freight rail use will increase or decrease in northern Wisconsin?
Usage Cost and service CN's business plan Rates and availability If it saves time! Their ability to provide more open sidings to logging use and be willing to work with us on loading time Service and cost of using rail. Both are headed in the wrong direction to increase rail. I think this is the intent for non-mainline tracks. Cost compared to other methods The price of trucking Volume shipped by rail I think if the rail company would work with its customers and their needs, a lot more products would be shipped by rail. The rail owners need to be more user friendly. Manufacturing vitality. Export possibility. Loading/unloading access. Paper industry Until true cost of trucking is recognized and charged to users rail freight will not be utilized to best effect. I think shippers and public have to have a better idea of true cost of highway usage. I think smaller regional carriers would serve area better. The amount of natural resources that are needed by our country will determine the use of rail. Mining and timber products are the only businesses that can support larger trains up here. Shipping costs for trucking Whether or not easy access to intermodal terminal is developed How much it will be used Commitment of current owners to maintain tracks off mainlines and to repair/replace aging car fleet Cost and availability The willingness of the CN to provide reasonable rates
Wisconsin Northwoods Freight Rail Market Study Page A5-13
The increase in the US economy Service Cost of using rail service for customers. Ability of railroad to operate and produce a profit. Demand for low cost freight in and through northern Wisconsin If a transloading system is situated in proximity to us, rail usage will increase. $ Price and service The amount of money it can save a business (with good accommodations) Markets, rail car availability and convenience If we ever have industry again The condition of our manufacturing base. We need industry to be here to buy and sell their products. Don't know what Federal government is doing to do to create more manufacturing jobs. Need a population increase in the area Economy Costs
22. Do you have any additional comments?
It only makes sense to put more wood on rail which cuts down on the miles my truck puts on each day delivering up to 100 tons/day each.
The service that CN currently provides is good at the locations they allow us to load logs. However, if there were additional siding in central Wisconsin (public tracks), then more wood could be moved to our facility by rail. Also, even if we could ship additional volume, they are not increasing the amount of log cars. They have told us the return on investment is not high enough.
I think we need good rail service. A smaller regional carrier would be more responsive and able to offer good short haul rates as well as long haul. Things seemed to be improving with Wisconsin Central, but the CN purchase reversed that.
I believe rail is not a cost-based business; it is whatever the market will bear. Unfortunately for a national service provider with such major implications of economic control the rail should be run on a cost plus margin like utilities to promote industrial and job growth.
I just wish they had competition in the industries. All other businesses have competition to keep them competitive. The CN just does what they want and gets away with it. Any other business treats people like they do and your customers go somewhere else.
We cannot have any further line abandonments; once they become recreational trails it will be very difficult to get them back.
Wisconsin Northwoods Freight Rail Market Study Page A5-14
Appendix 6: Complete Survey Results – Businesses That Do Not Use Rail
Northwoods Rail Transit Northern Wisconsin Rail Study Commission
2012 Survey Results – Businesses That Do Not Use Rail 151 out of 190 Respondents
1. What products or raw materials are shipped to your facility?
Each business that indicated its inbound freight was assigned one major commodity type. Not all commodities are listed.
29 businesses receive lumber/wood products. 20 businesses receive primary metal products. 10 businesses receive machinery. 9 businesses receive chemical products. 6 businesses receive food products. 45 businesses did not provide a response, or do not receive freight.
2. In tons, or other industry standards (such as board feet), what was the approximate volume of products or raw materials shipped to your facility in calendar year 2011?
Responses have been aggregated for all 190 respondents. The ranges below represent the lowest amount received by any business, to the highest amount received by any business. Not all commodities are listed. Total of all Commodity Weight or Quantity Range Businesses Measurement Construction Materials 3,500 200,000 275,500 Tons
Feed and Seed 190 25,000 51,390 Tons 150 10,000 20,550 Tons Fertilizer 130,000 130,000 130,000 Gallons Food Products 125 4,625 5,600 Tons
Fuel 35,000 6.5 million 6.54 million Gallons 1,600 769,796 1.2 million Tons Logs/Pulpwood 60,000 16 million 45.5 million Board feet Lumber 60,000 30 million 55.1 million Board feet
Paper Products 30 20,000 20,030 Tons Parts, Components, 1 740,000 886,015 Tons and/or Raw Materials 1,000 1,000 1,000 Board feet for Manufacturing 40,000 40,000 40,000 Cubic feet Steel and Other Metals 10 20,000 51,766 Tons
Wisconsin Northwoods Freight Rail Market Study Page A6-1
3. What shipping mode(s) do you use for inbound freight? Check all that apply.
127 businesses provided 190 answers.
4. Of your inbound freight’s total volume, what percentage is shipped by each mode?
127 businesses indicated their inbound modal split.
o Trucking is by far the dominant mode for these northern Wisconsin businesses.
. All but 23 businesses receive freight entirely by truck. . Only 1 of the 8 businesses that indicated they receive freight by water is located on water. The other 7 businesses were likely referring to freight that is shipped from a port or harbor as one leg of an intermodal shipment.
o Of the 15 businesses that receive freight by air, only 2 of them receive more than 10% of their total inbound volume by air.
Wisconsin Northwoods Freight Rail Market Study Page A6-2
5. Where does your inbound freight come from?
116 businesses indicated the origins of their freight.
States: Regions:
The most common freight origins in Canada include:
o Ontario (14 businesses) o Quebec (7 businesses) o Alberta (7 businesses) o Manitoba (5 businesses) o Saskatchewan (4 businesses)
7 businesses receive freight from Mexico
14 businesses import freight from outside North America
Wisconsin Northwoods Freight Rail Market Study Page A6-3
6. For your inbound freight, who decides which shipping mode to use? Check all that apply.
128 businesses answered this question.
We do (74) Our suppliers do (72) Other (24)
7. What products or raw materials do you ship out of your facility?
Each business that indicated its outbound freight was assigned one major commodity type. Not all commodities are listed.
50 businesses ship lumber/wood products 17 businesses ship machinery 10 businesses ship transportation equipment 6 businesses ship food products 6 businesses ship farm products 31 businesses did not provide an answer, or do not ship freight.
8. In tons, or other industry standards (such as board feet), what was the approximate volume of products or raw materials you shipped out of your facility in calendar year 2011?
Responses have been aggregated for all 190 respondents. The ranges below represent the lowest amount shipped by any business, to the highest amount shipped by any business. Not all commodities are listed.
Total of all Commodity Weight or Quantity Range Measurement Businesses
Beverages 720,000 4.7 million 5.42 million Cases or case equivalents
Construction Materials 2,500 300,000 537,500 Tons
Fabricated Steel 416 20,000 27,466 Tons
Feed and Seed 7,000 24,750 49,750 Tons
Fertilizer 1,600 20,000 21,600 Tons 1.5 14,500 26,077 Tons Food Products 1,650 1,650 1,650 Truckloads 300 308,300 360,666 Tons Logs/Pulpwood 50,000 16 million 21.48 million Board feet 500 30,000 66,900 Cords
60,000 18.6 million 84.36 million Board feet Lumber 250 million 250 million 250 million Square feet
Paper Products 300 274,561 535,300 Tons 500 50,000 57,100 Tons Wood Products 40,000 390 million 393 million Board feet
Wisconsin Northwoods Freight Rail Market Study Page A6-4
9. What shipping mode(s) do you use for outbound freight?
133 businesses provided 190 answers.
10. Of your outbound freight’s total volume, what percentage is shipped by each mode?
132 businesses indicated their modal split.
Trucking is by far the dominant mode for these northern Wisconsin businesses. All but 15 businesses ship outbound freight entirely by truck.
Of the 5 businesses that ship by water, 4 of them are located in Marinette, Wisconsin or Menominee, Michigan.
o Two of those businesses ship 15% of their outbound volume by ship or barge.
Of the 10 businesses that ship freight by air, only 2 of them ship more than 10% of their total outbound volume by air.
Wisconsin Northwoods Freight Rail Market Study Page A6-5
11. Where do you ship your outbound freight?
135 businesses indicated the destinations of their freight.
States: Regions:
The most common freight destinations in Canada include:
o Ontario (24 businesses) o British Columbia (14 businesses) o Quebec (13 businesses) o Alberta (12 businesses) o Manitoba (11 businesses)
17 businesses ship freight to Mexico.
21 businesses export freight outside North America.
Wisconsin Northwoods Freight Rail Market Study Page A6-6
12. For your outbound freight, who decides which shipping mode to use? Check all that apply.
143 businesses answered this question.
We do (112) Our suppliers do (51) Other (17)
13. In which county is your business located? If you have multiple facilities, please account for each of them separately, even if they are in the same county. Also, indicate each site’s ability to handle freight.
County Number of Businesses County Number of Businesses Ashland 2 Oneida 17 Barron 21 Polk 1 Brown 1 Price 14 Clark 1 Rusk 9 Eau Claire 1 Sawyer 1 Florence 5 Shawano 1 Forest 16 Taylor 1 Langlade 17 Vilas 12 Lincoln 10 Dickinson, MI 4 Marathon 1 Gogebic, MI 4 Marinette 9 Menominee, MI 1 Oconto 1 Unknown 1
15 businesses indicated that they have multiple facilities.
Wisconsin Northwoods Freight Rail Market Study Page A6-7
14. Check all the reasons why you don’t use rail.
143 businesses answered this question. Multiple reasons could be chosen by each business.
Number of Businesses Other reasons given for not using rail: o We used to use the railroad. They became undependable and too expensive. They lacked an understanding of customer service. o According to rail authorities, the end of our spur needs improvement before they will allow an engineer on it. Neither of us wants to pay for this improvement. o Can't get cars in a timely manner. o By the time we would get to put it on rail we are half way to our destination.
Wisconsin Northwoods Freight Rail Market Study Page A6-8
15. If an inactive rail line in northern Wisconsin were put back into service, would you use it?
141 businesses answered this question. 43 businesses said they would use rail service.
If you answered NO, check all the reasons why you wouldn’t use it:
Number of Businesses
16. If an inactive rail line in northern Wisconsin were put back into service, what (if any) transportation infrastructure improvements – new roads, rail spurs, etc. – would you need in order to utilize it? Please describe where those improvements would be located.
Most responses were based on the following: Improvements to existing spur New spur or siding New road Nothing, just need service Pickup location or loading sites
Wisconsin Northwoods Freight Rail Market Study Page A6-9
17. What (if any) transportation infrastructure improvements – new roads, rail spurs, etc. – do you need in order to utilize existing rail service? Please describe where those improvements would be located.
Most responses were based on the following: Improvements to existing spur Need an intermodal or transload facility New spur or siding Loading and storage area
18. How familiar are you with using rail as a freight transportation mode?
Of the 110 responses to this question:
63 businesses were not familiar. 47 businesses were familiar.
19. What effect would using rail as a shipping method have on your business?
The most common answers were:
No significant effect (51) Cost would decrease (25) Would need to train employees on different shipping method (25) Volume of freight shipped out would increase (23) Inbound freight would ship in a different container, or would be packed differently (17) Outbound freight would ship in a different container, or would be packed differently (17) Would need to modify buildings or other parts of the business property (17)
Wisconsin Northwoods Freight Rail Market Study Page A6-10
20. An “intermodal facility” is a place where goods may be transferred from one type of carrier to another, such as between a truck and a rail car. (This question will disregard shipping by water.) An intermodal transfer can be direct or intermediate.
a) A direct intermodal transfer occurs when a truck trailer or an International Standards Organization (ISO) shipping container is loaded directly on to (or unloaded from) a rail car. The contents of the truck trailer or shipping container are not unloaded during the transfer.
Would you use this type of facility, if one were built in an area convenient for you?
33 businesses indicated that they would be interested in a direct intermodal facility. Suggested locations: o Antigo (suggested by two businesses) o Argonne (suggested by two businesses) o Armstrong Creek or Cavour o Barron or Cameron o Black River Falls o Cumberland o Eau Claire or Superior o Green Bay o Iron Mountain, Michigan o Ladysmith o Marinette, Wisconsin or Menominee, Michigan o Polk County o Poskin o Rhinelander (suggested by two businesses) o Rice Lake (suggested by two businesses) o Wausau (suggested by two businesses)
b) An intermediate intermodal transfer – also called a “transload” – occurs when the contents of a truck trailer or rail car are unloaded from one type of carrier and then reloaded on another. The unloaded cargo may be stored at the site before being picked up by the other carrier.
Would you use this type of facility, if one were built in an area convenient for you?
37 businesses indicated that they would be interested in a transload facility. Suggested locations: o Antigo (suggested by 2 businesses) o Argonne (suggested by 2 businesses) o Armstrong Creek (suggested by 2 businesses) o Barron or Cameron o Crandon (suggested by 4 businesses) o Eau Claire or Superior o Kennan o Ladysmith o Monico o Prentice o Rhinelander (suggested by 2 businesses) o Rice Lake (suggested by 3 businesses) o Three Lakes
Wisconsin Northwoods Freight Rail Market Study Page A6-11
21. Please share your perspectives and opinions.
a) Describe any favorable impressions you have about freight rail.
Efficient for large loads Cost effective way to move large amounts of product Cheaper than truck We ship 95% small package, very little freight. It may well be that those packages are already utilizing the rail service that is available and would benefit from the inactive line being reopened, but I do not see that side of our shipping. It should be more economical. It is usually cheaper than truck. When you have over 120 miles, rail would be better if a rail service worked well with our industry. I'm glad that other businesses are able to use the rail service. I'm glad it's here - it's good for the city and for the area. Better rates to west coast If the spurs were reopened and cars were easy to get, it would be a great option to ship pulp wood! May cut costs for our input Highly economical in certain industries shipping large quantities to given areas I think freight would work out cheaper with larger loads, not sure though Rail would be more efficient for all loggers if cost would be affordable. It should decrease the transportation cost Very efficient, fuel-wise. Saves fuel/reduces carbon footprint Would be cheaper to ship by rail than by truck hopefully Cost per ton should be lower Cheaper, more volume In larger volumes we could maybe save Would love to see it being used I wish it would help my business, as well as the community. Good for large volumes Long haul rail is good. Cheaper Cheaper; more volume Fast for high volume Better rates possible Deliver more product in shorter time Cheaper- note the price of diesel. Better for the environment (uses less fuel than semi trucks and less infrastructure/road damage). Less trucks on the highway system Makes more sense than having all the trucks on the road Low cost high volume I think freight rail has its place with bulk commodity type products. It's inexpensive. Low cost shipping Would increase business and economic growth of our area. Cost effective for larger distances Because you can move a large amount of freight at one time Can receive lumber from further away for less money Rail freight is great if you have a high volume, long lead time commodity. It is a very economic mode of transportation. Depends upon cost compared to trucking Less expensive than truck/trailer hauling
Wisconsin Northwoods Freight Rail Market Study Page A6-12
We view freight rail as an effective means to ship some of our products, however we do not have a facility located close enough to utilize it more often. Reduced freight cost for larger industries Rail works if there are good sidings with good timing to load cars. In most cases, you need to be at least 25 miles to the mill to make rail economical. Low cost mode of delivery Perfectly OK Moving pulpwood by rail makes sense No opinion one way or the other Think it is worthwhile for businesses that it fits I personally like trains. Good for the State of Wisconsin and its businesses. Usually yards are large and have easy access for trucks Would like to see rail use renewed Amount of volume of product shipped at one time Economical for larger volume shipments Less costly It is a great tool. More efficient in cost and environmentally Product moves continuous Could cut costs Move more freight with less fuel Possibly timing advantage Not enough info to know It's a necessary infrastructure component for manufacturing and helps to keep semi-tractor trailers off of the roads for safety and upkeep issues. When we first used it, it was a money saver. But the costs per car doubled in a couple years - so we found a new source for raw material. It can be efficient/cost effective if we could ship door to door. Used when there is a lack of available trucks. Economics of shipping large quantities of bulk items further distances. More feasible with rail versus truck when it comes to shipping aggregate. Freight rail leads rural areas to the Twenty-first Century. In order to compete in a world market you must be connected to it. Transportation does not add value to a product. Areas that are far removed from main stream areas must be able to get products to market cost effectively. Rail does that. Larger volumes delivered at lower cost per ton/mile Cost (2) None (10)
b) Describe any unfavorable impressions you have about freight rail.
Slow - not flexible Inconvenient Not as convenient as trucking, not as fast as trucking Labor unions made the railroad we used to have go out of business Lead time is much longer than truck. Rail authorities are getting hard to deal with as years go by. Strict container loading practices Right now it's not user-friendly and not enough close spurs to load cars! They can overcharge when product must come by rail. Access to use the service
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Timeframe for shipping. Larger load means larger bill to pay. Lack of service not good Decrease jobs in trucking companies Inefficient and frustrating, time-wise. Not practical Time constraints to load gondola Can't get a car when you need it Hard to get cars; unreliable schedules; stolen freight. Too slow. Rail can't cover my delivery need. Waiting for empty cars to ship grain out Cost taxpayers more money Worry about damage Poor rail service for cars Hard to ship parcels. Hard to deal with - logistics, attitude Cost, slow delivery When selling pulpwood it is bought by the ton so the longer it takes to get to the mill the less it weighs. The problem with lumber nobody keeps an inventory so when they order they want it yesterday. Cannot count on a rail car to be there when you need it. Most likely cost big $ to get freight rail back Larger inventories. Short window to unload freight. In our area, the loud horn volume through the night upsets many people. No benefit for short hauls under 400 miles Train blows through but hates to stop and pick up raw forest products. Rail uses upper Wisconsin but does not want to help us. Freight rail wants to cater to big customers, Wisconsin Central was easier to work with. Formerly, it was difficult to get cars, get them regularly and on time. Pulpwood was often lost from rail cars. Time frame would extend load times. There are high infrastructure costs associated with rail freight, at least in the initial set-up. Rail is also very intransigent when it comes to the specific needs of the individual. This is a big drawback in an economy where just in time deliveries are commonplace. Inconvenience Longer shipping times, does not deliver directly to final jobsite location Can take longer than hired truck carriers or air freight for some products that we ship and receive Accidents High price and scheduling can be a nightmare. Shipping time, damage Complicated logistics to get to a line Unreliable We have used rail in the past. I have never seen a business that will not guarantee when a car is going to show and then when it does they give you 24 hours to load it or pay demurrage. Unpredictable arrival time in Wisconsin Northwoods At one time (about 5 years ago) I had high hopes of using rail as a major method of moving goods. But, in that time business bombed and I lost my facility next to the rail lines. Now I think I'm too old to get big enough to make good use of the rail system. Railroad crossings, effects on traffic flow 'Rigid' fixed point service Maybe need more time for transport Damage Very undependable on placing cars on time
Wisconsin Northwoods Freight Rail Market Study Page A6-14
Inconvenient Lack of service Costly to have access - loss of goods. Timely to get to door to door Competition for our company Transportation still needed to terminal. Move around too much in intermodal transport - risk for damage. Responsiveness; lead time; flexibility Noise and safety issues at railroad crossings Slower transit times = perishable freight. Demurrage rules. Logistics The service in our area is not marketed aggressively enough. It needs a heavy handed approach in order to be successful. It brings great opportunity and possibilities to areas. Ordering cars in a timely fashion Poor service (2) None (8)
c) In your opinion, how does your industry view freight rail?
In general, it is not used as our incoming and outgoing freight is light. Our manufacturers use them for obtaining raw materials but finished goods are shipped via truck. In some cases it would be a good way to ship freight. We don’t have enough industry here to warrant Open minded Poorly Not favorable Useful Not enough locations to load pulp wood on cars! Hard to depend on getting cars on time! Used generally for incoming shipments from Asia. We ship shorter distances overnight; don't think rail would work. So/so, for and against. Raw material suppliers use rail as raw product is easily stacked for handling. Finished products are not, and thus rail is not used. Larger businesses in our industry use it frequently. Too expensive Not very well They liked it. Our industry views it as un-reliable. Money may be taken away from the general road budget to supplement the freight rail resulting in less work for our company. Not feasible Bad Works good over longer distances Hard to control delivery times Bad for loggers - good for paper mills As a viable alternative Not a factor Needed, especially during fall harvest We could move more freight cheaper Does not think about it Inconvenient Longhaul more effective for trucking We could move more freight. Too large
Wisconsin Northwoods Freight Rail Market Study Page A6-15
Favorable - mills need it Not feasible I'd like to see the rail as another option but I don't know how to use it. Unreliable Big plus if we have it Helps with importing Just doesn't fit with the product we produce Pretty slow We know rail is economically and environmentally good for our nation's competitive survival! I know our bigger mills use your rail services as they have large volumes. Will use it if it saves money Not familiar with it, so no opinion Right now- unreliable It is used. How much I'm not sure It would improve my business a lot. Important The unreliability of rail service forced us to make a great investment in truck. Now we have that investment. There is a place for rail in today's economy but it needs to become more flexible in its approach to the individual and should try to gain better utilization from its infrastructure by being more innovative in its ideas. Open Used for hauling raw materials (steel beams/plate), not convenient for finished product Slow Necessary for large bulk/heavy freight OK for shipping but more handling for deliveries Not possible to use Some sawmills use rail for lumber deliveries Not very good Our particular company does not have the right freight/volume to utilize rail. Not very practical for us Competitor, yet necessary for logging industry Obsolete, most rails have been out of service for so long, many people are unfamiliar with how it works. Useful for moving containers from seaport to rail terminal for dispatch to truck load carrier Bad service and they overcharge because they don't want to deal with the wood industry. Less expensive but not convenient Not needed for our business Very important No interest Indifferent Fine for the applications with enough volume to justify A necessary mode of transporting goods that's important for retaining and creating jobs Good, if rail prices are lower than by truck OK It was good - but big cost jump seemed strange in so few months Good when door to door. Inefficient when NOT door to door. Forest products industry views rail in a positive way but they say it is not as dependable as it should be. Wisconsin Central had a great operation. Poorly Poor service Good (6) Favorably (6)
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d) In your opinion, how does your local community view freight rail?
We have learned to get along without it. Don’t need Living close to the rail can be bothersome (noise). But the people know, a busy rail means the economy should be good or getting better. A thing of the past Not necessary No complaints Want the rail system to succeed and be reopened in areas that have been closed down Small town - no effect Very negative, being a tourist-driven economy Don't hear much about it anymore No way They liked it. Great for moving frac sand Not feasible - The rail right of way was sold off. Neutral Obsolete After rail left things went downhill. Don't need it They miss it. They would love to have it active again. Not very supportive. The forestry industry in the area is very positive and driven to see it improve. I think everybody is going to be happy to see the rail working again. Not sure. It was good jobs at one time. Unneeded This local community is generally against anything bringing change. Unfavorable Don't have freight rail in my town Should be used more often! Important It would have to prove itself. It welcomes it but again would like it to be more viable to many different sectors of the community. Open Hasn't been here for over 30 years No opinion except trails on old railroads are used heavily in this tourist community. Overall they view it as good. However, it can be a nuisance at times because the rails go right through the middle of town. Everyone likes trains. Not enough manufacturing that uses rail to have a lot of input. Probably feel it is not needed They do not like all the traffic of the sand cars constantly blocking rail road crossings. Also loading and switching at night. Necessary Nostalgic Trains make too much noise - horns blare at night! Maybe some resistance since it has been dormant for so long Lack of service Lost form of transportation
Wisconsin Northwoods Freight Rail Market Study Page A6-17
Low interest Not a fan, comes straight through town Unsure, as we have no access to local service We see it as a positive way to transport goods. Rail is good and economical way to move freight. Inefficient due to lack of service to our doors Haven't had a very active rail service in many years Large majority of people are uneducated in what it brings to rural areas and what it can mean for a community. Lose rail and lose our chance at participating in the Twenty-first Century. Good (7) Favorably (3) OK (2)
e) In your opinion, how do your neighbors at your business site view freight rail?
Don’t need A thing of the past Not necessary No problems Valuable option They would probably not use. Would neither be for nor against. Used to train going through here fairly fast Positively It's not needed. This is a recreational and vacation destination. Not an industrial area. Price of fuel needs to go down I am certain they haven't considered it. They all seem to be excited about it. Not efficient for our business This local community is generally against anything bringing change. No one wants trains close to homes and property for noise factor. My guess is that it is unfavorable because it's right in the city. They say it should be used more often! Important Noisy We only have one neighbor who uses rail (they have a spur) and they utilize it as much as possible. Open Beneficial Not needed Trains are too noisy. They blow their horns at intersections in the city and disturb the neighborhood. No problems Very important Low interest A necessity to compete in today's economy As something that should be converted to a trail. The last thing our area needs is another abandoned rail grade. Good (6) OK (2) Favorably (2)
Wisconsin Northwoods Freight Rail Market Study Page A6-18
f) In your opinion, what factors will determine whether freight rail use will increase or decrease in northern Wisconsin?
Need of customers and availability of service Manufacturing. There is little manufacturing in our area. Rail would demand increase with an increase in manufacturing's need for raw materials. If costs can be kept low and the rail line can be relied on for pickup and delivery schedules, companies will use them. Rail is a great way to ship overweight and over length items, or where large bulky items such as logs, lumber and paper need to travel long distances. If business improves, economical recovery or no taxes on middle class Industry growth In my opinion, the rail business has forgotten about the small guy. They want to get from point A to point B as fast as they can. The towns along the way seem meaningless. That philosophy will have to change. If the markets we ship to can unload cars. Better rail service. Volume of product If it will help bring jobs back to communities built on manufacturing it is great. Location to load from mill site. How user-friendly it will be, and the cost to ship freight compared to truck! Competition Having the industry to support it Thing of the past Is there enough demand for service and cost The logging Cost and availability It has to be cost effective and convenient. Cost and demand As long as sand is being mined it's great. Make it more accessible, reliable and easier to deal with Sand mining Rail is inefficient for shipping freight for short distances. Volume by shippers Education Availability, price of gasoline The price of diesel fuel; availability of manpower in the trucking field; if rail could become a more reliable and cost-effective tool. New ethanol plants, and more grain acres Cost of freight compared to trucking If we have enough usage to be profitable for the railroad Rail landings; car availability; cost to use rail; better management of rail system Since we don't have rail service now it can only improve. Volume of freight and mines Fuel costs - mill acceptance - ease of use One family of parts (3 part members) cost the customer $250,000 annually in freight so production was moved closer to their location. A secondary factor would be flexibility. Any schedule that could cost an extra day or two would be unacceptable. The economy Cost of fuel If we have it available How much tax money is put into it Whether there is significant product shipments to warrant the method Fuel prices, convenience, reliability
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Increase for logging and sand Availability and convenience If a mine goes in up north Economically, competitive, with the rest of the U.S. I think it would be too costly to put it all back. If it can save money, it would be beneficial. Based upon need by individual businesses Main factor- stop and pick up my products and stop whining. Build new rail spurs on roads or wood yards so we can drop off our products. Cost and convenience If they would be more reliable and easier to work with Whether rail service would serve its customers well and in a cost effective way Cost, convenience A better, more easily accessible and flexible infrastructure without such a larger financial barrier to hurdle to gain access to the benefits. Cost and logistics compared to trucking costs Availability of spur lines and consistent service Economy and land acquisition The availability of facilities to load or unload products Demand Cost and dependability, like anything Fuel costs raise rail to become more important Access and a promise of lower costs Easy access and lower cost than trucks Cost and convenience How well the CN decides to work with shippers The ability to bring cost effective manufacturing/industry back to the U.S. and Wisconsin. Natural resource utilization will have a big impact as well. (Coal/mining/forestry) If it is cost effective Cost to use and accessibility Logging and mining - Rail would need to depend mainly on those two industries. Safety The amount of iron ore, sand, grain we sell to other states I don't want to live near a train track. Cost to use to and from locations east of dispatch or load delivery options availability Government pressure Shippers would need to see it as convenient and cost effective. Rail lines would need to be reliable and convenient. Economy (funding available). Number of businesses needing and using rail. Workforce needed to maintain and use rail. The price of fuel and the cutting of timber in the National Forest Ease of use and cost effective Cost, efficiency and demand Cost, effectiveness, ease of use Growth of frac sand industry Increase cutting of timber on federal lands and the ability to market timber and bio-mass products to a global market. Possibly giving tax credits to railroads who invest in equipment modifications to assist in transporting timber products. Pricing Frac sand mining Fuel costs - overall trucking and our commitment to it
Wisconsin Northwoods Freight Rail Market Study Page A6-20
CN is willing to place equipment at requested locations. Businesses on sidings will benefit. Traffic would need to be on CN lines for door-to-door shipments without running on other rail lines. Otherwise, switching fees are incurred. Volume of product for shipping/rail companies. Market the service properly. Be dependable, be aggressive, and make Forest County a shipping hub. If the railroad companies want it to increase, it will increase. If not, more of the same poor service. Cost (8)
22. Do you have any additional comments?
Wisconsin Central was hard to work with, CN is worse. I do not believe there is enough business to use rail. We need rail and an unloading and locating center so we don't have to ship product to Twin Cities. I think as fuel keeps increasing in price, the need for a rail system in the north will become more important! It will be the lifeline to the north part of Wisconsin. We would consider if cost came out cheaper than truck per item hauled, if the load origin business would be willing to extend payment due dates because of larger load. If the unloading of the train car could be done by fork lift and not manual labor. There are better uses for infrastructure spending. Waste of tax payer's money Would love to see rail for industrial/commercial use as well as at some point passenger use again I believe all loggers would use rail if the mills pushed it and it wouldn't be such a hassle getting cars spotted and billing out and timely methods on logistics. I believe that in Northern Wisconsin we need products to ship on rail. We have a national forest that is actually under cutting its forest by 50%. The state needs to work on the federal government to cut on federal land where it belongs. Then the rail will have products to haul. I have zero experience with freight rail service. Thinking broadly, it would seem to have the best potential with in-bound raw materials. That would still involve accessibility at both ends to make it viable. On the out-bound side, it is hard to imagine a way to succeed in our just-in-time environment. This survey should be better targeted to potential users. We are not one of them. We use UPS. The rail service in Wisconsin has gradually become more difficult due to many factors. Canadian National taking over the rail and the increase of costs of railcars, and penalties the rail imposes for unloading/loading cars within a particular period. On average we ship 2 containers to Europe per year. Having access to rail would simplify the logistics and lower cost. In 2012 we had (2) out and (2) in. 2013 we'll have (4) out. I believe the way to ship pulpwood is by rail. I have not shipped by rail for 30 years because of cost and inconvenience. The last time I used rail it took 3 weeks to get a rail car and you were allowed 1 day to load. The cars were in poor shape and tracks were so rough we lost wood. But I believe if loading sites were put back in and cost addressed, pulpwood would again start moving by rail, taking a lot of pressure off of our highways. I am in favor of rail, however it doesn't have much direct effect on my business. Note: Inbound freight into our facility comes from a variety of locations, depending on where factories are located. Where would we find information on shipping by rail such as costs and locations of intermodal transfer stations? There are many Amish in this area who would possibly be interested in using rail service to transport pallet stock and other goods. Have the Amish businesses been contact with this service? I'm definitely interested in getting quotes from port to Rhinelander for heavy equipment and container hauls. Would consider site to customer if costs are reasonable and easy to schedule.
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As a small business I am always concerned when government spends money. We would still need a truck to move the freight from the rail stop to our door. Hopefully the rail system will once again be fully implemented and lines put back in. If the CN wants to abandon any portion of line, I believe they should be forced to abandon all of it from Pembine to Ladysmith. If they are allowed to abandon only the middle, the ends will be faced with unreasonable freight rates and horrible service. If the line is unable to be reopened at this time it should be put into the rail bank system for future review and consideration. Tear up of this line should not be considered.
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Notes
1 IHS/Global Insight, Transearch freight database, 2011
2 Ibid.
3 Wisconsin Department of Natural Resources, accessed at: http://dnr.wi.gov/topic/Mines/documents/SilicaSandMiningFinal.pdf
4 Ibid.
5 University of Wisconsin Extension, Wisconsin Geological and Natural History Survey, Factsheet 05, 2013
6 Marshall J. Adkins and James M. Rollyson. Hi Crush Partners LP, Launching on High Quality, Low Cost Frac Sand and Producer Hi Crush with MO2 (September 14, 2012): 3. Quoted in Environment & Energy Publishing, accessed at http://www.eenews.net/stories/1059982951
7 Association of American Railroads, accessed at: https://www.aar.org/newsandevents/Press-Releases/Pages/2010- 04-21-EarthDay.aspx 8 National Waterways Foundation, accessed at: http://nationalwaterwaysfoundation.org/study/FinalReportTTI.pdf
9 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note, accessed at http://www.mnhs.org/library/findaids/00343.xml
10 1948 Handy Railroad Atlas of the United States, Rand McNally & Co., 1948; reproduced by Kalmbach Publishing, 1989.
11 Annual Report of the Minneapolis, St. Paul & Sault Ste. Marie Railway Co., Including Chicago Division (Wisconsin Central Ry.) for the fiscal year ended December 31, 1920, Accessed at http://books.google.com/books?id=- 2U4AAAAIAAJ&dq=inauthor:%22Minneapolis,+St.+Paul+%26+Sault+Ste.+Marie+Railway+Company%22&sour ce=gbs_navlinks_s
12 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
13 “The Wisconsin Central Railway,” American Rails web site, http://www.american-rails.com/wisconsin-central- railway.html
14 James Lydon, History of the Soo Line, accessed at http://www.pchswi.org/rrweb/wiscentral/lyden/chapternames.html
15 Annual Report of the Minneapolis, St. Paul & Sault Ste. Marie Railway Co., Including Chicago Division (Wisconsin Central Ry.) for the fiscal year ended December 31, 1920.
16 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
17 John Gaertner, The Duluth, South Share & Atlantic Railway, 2008; preview at http://www.amazon.com/Duluth-South-Shore-Atlantic-Railway/dp/0253351928
18 Canadian Pacific – Subsidiaries, Canadian Pacific Railway web site, accessed at http://www.cpr.ca/en/in-your-community/living-near-the-railway/Pages/subsidiaries.aspx
Wisconsin Northwoods Freight Rail Market Study Page N1-1
19 799 F.2d 317, Chicago, Milwaukee, St. Paul and Pacific Railroad Company et al v. United States of America and Interstate Commerce Commission, Respondents, Decided Aug. 20, 1986, accessed at https://bulk.resource.org/courts.gov/c/F2/799/799.F2d.317.85-1953.85-2122.85-1573.85-2123.85-1683.html
20 Michael W. Blaszak, “Wisconsin Central,” Pacific Rail News, January 1988. Accessed at http://www.trainlife.com/magazines/pages/516/37353/january-1988-page-27
21 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
22 Statistics of Regional and Local Railroads, Economic and Finance Dept., Association of American Railroads, 1988.
23 Ralph O. Gunderson and J. Scott McDonald, Wisconsin Railroads: Success in the Heartland; UW-Oshkosh, Sept. 1991.
24 John Leopard and Andrew S. Nelson, “FRVR + GB&W = Fox Valley & Western,” Pacific RailNews, June 1994, accessed at http://www.trainlife.com/magazines/pages/335/24822/june-1994-page-16
25 “CSX Joins the ‘Superior Connection;’”Railway Age, May 1, 1996, summary accessed at http://www.highbeam.com/doc/1G1-18313829.html
26 Stephen Franklin, “Illinois Central Goes To Canadian National Railway,” Chicago Tribune, February 11, 1998 http://articles.chicagotribune.com/1998-02-11/business/9802110374_1_railroad-mergers-canadian-national-railway- canadian-firm
27 “Canadian Railway to Buy Wisconsin Central,” New York Times, January 31, 2001, http://www.nytimes.com/2001/01/31/business/company-news-canadian-railway-to-buy-wisconsin-central.html
28 Wisconsin Dept. of Transportation, Draft State Rail Plan 2030, Chapter 3: http://www.dot.wisconsin.gov/projects/state/docs/railplan-chapter3.pdf
29 “CN to invest $35 million in Wisconsin to serve Superior Silica Sands frac sand plant and other producers in future,” Canadian National web site, August 13, 2012, accessed at http://www.cn.ca/en/news/2012/08/media_news_invest_wisconsin_frac_20120813
30 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985, accessed at http://www.mcmillanlibrary.org/rosholt/trains-of-wi/
31 James P. Kaysen; The Railroads of Wisconsin, 1827-1937. The Railway and Locomotive Historical Society, 1937. Online facsimile at http://www.wisconsinhistory.org/turningpoints/search.asp?id=63
32 Surface Transportation Board Decision 29296, decided June 15, 1998, accessed at http://www.stb.dot.gov/decisions/readingroom.nsf/83fd59cf17adc80785256559007ba132/12e73d6d73cc442685256 625003c9c89?OpenDocument
33 Joe Piersen, “Chicago St. Paul Minneapolis & Omaha – A Capsule History,” Chicago & North Western Historical Society; accessed at http://www.cnwhs.org/ch_cnw.htm
34 Janet Krokson, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW;” Spooner-Wisconsin Train Times, a publication of the Spooner Advocate, 1999. Accessed at http://www.kohlin.com/soo/omahahis.htm
35 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985.
Wisconsin Northwoods Freight Rail Market Study Page N1-2
36 Ron Kohlin, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW,” accessed at: http://www.kohlin.com/soo/omahahis.htm
37 Barnaby J. Feder, “Union Pacific to Buy Chicago and North Western,” New York Times, March 11, 1995. http://www.nytimes.com/1995/03/11/business/company-news-union-pacific-to-buy-chicago-and-north-western.html
38 2013 Wisconsin Railroads (Map), Bureau of Planning, Wisconsin Department of Transportation.
39 “Union Pacific in Wisconsin – Fast Facts 2012,” Union Pacific Railroad web site; http://www.up.com/cs/groups/public/documents/up_pdf_nativedocs/pdf_wisconsin_usguide.pdf
40 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985; featuring reproduction of map showing build-out and abandonments of the CM&St.P, submitted in 1927 Bankruptcy Court filing.
41 Todd R. Jones, “Milwaukee Road in the 70’s: What really happened?” TrainWeb, 2000. http://www.trainweb.org/milwaukee/article.html
42 Ralph O. Gunderson and J. Scott McDonald, Wisconsin Railroads: Success in the Heartland; UW-Oshkosh, Sept. 1991.
43 Escanaba & Lake Superior Railroad web site, http://www.elsrr.com/
44 799 F.2d 317, Chicago, Milwaukee, St. Paul and Pacific Railroad Company et al v. United States of America and Interstate Commerce Commission, Respondents, Decided Aug. 20, 1986, accessed at https://bulk.resource.org/courts.gov/c/F2/799/799.F2d.317.85-1953.85-2122.85-1573.85-2123.85-1683.html
45 Michael W. Blaszak, “Wisconsin Central,” Pacific Rail News, January 1988.
46 “Canadian Railway to Buy Wisconsin Central,” New York Times, January 31, 2001.
47 2013 Wisconsin Railroads (Map), Bureau of Planning, Wisconsin Department of Transportation.
48 U.S Census Bureau; “State & County Quickfacts”; generated by Liat Bonneville;
49 Wisconsin Department of Workforce Development, 2012.
50 Initially, 1,294 businesses were identified according to the selection criteria. 200 companies were then eliminated based on additional research and local economic development officials’ recommendations. 20 surveys were returned due to bad addresses (replacement addresses were not found) or business closings.
51 Two survey response options were offered, written or internet format. Mailed in written response forms were entered by WisDOT staff onto the SelectSurvey.net survey tool.
52 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
53 1948 Handy Railroad Atlas of the United States, Rand McNally & Co., 1948; reproduced by Kalmbach Publishing, 1989.
54 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
55 Ibid.
56 Wisconsin’s Railroads, Part I. WisDOT Division of Planning, March 1974,
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57 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
58 James Lydon, History of the Soo Line, accessed at http://www.pchswi.org/rrweb/wiscentral/lyden/chapternames.html
59 Annual Report of the Minneapolis, St. Paul & Sault Ste. Marie Railway Co., Including Chicago Division (Wisconsin Central Ry.) for the fiscal year ended December 31, 1920, accessed at http://books.google.com/books?id=- 2U4AAAAIAAJ&dq=inauthor:%22Minneapolis,+St.+Paul+%26+Sault+Ste.+Marie+Railway+Company%22&sour ce=gbs_navlinks_s
60 “The Wisconsin Central Railway,” American Rails web site, http://www.american-rails.com/wisconsin-central- railway.html
61 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
62 “Readers can travel old Blueberry line through book,” Rice Lake Online, May 8, 2013, accessed at http://www.ricelakeonline.com/main.asp?SectionID=32&SubSectionID=113&ArticleID=25761
63 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
64 Ibid.
65 "Duluth, South Shore & Atlantic Railway". Michigan History 53 (1): 62–72. Spring 1969, cited at http://en.wikipedia.org/wiki/Duluth,_South_Shore_and_Atlantic_Railway
66 Rail Index – DSS&A, found at http://www.r2parks.net/dss&a.html
67 John Gaertner, The Duluth, South Share & Atlantic Railway, 2008; preview at http://www.amazon.com/Duluth-South-Shore-Atlantic-Railway/dp/0253351928
68 DSS&A fan page – Chronology, accessed at http://www.dssa.habitant.org/chrono.htm
69 Minnesota Historical Society: Soo Line Railroad Company – Overview and Historical Note.
70 “Railroads of Montana – Soo Line,” accessed at http://www.railroads-of-montana.com/Research_Soo_Line_Montana.htm
71 March 1, 1970 Soo Line Station Manual, referenced at http://mke04507.tripod.com/scenesalongthesooline/id1.html
72 “Canadian Pacific – Subsidiaries,” Canadian Pacific Railway web site, accessed at http://www.cpr.ca/en/in-your-community/living-near-the-railway/Pages/subsidiaries.aspx
73 Manitowoc Riverwalk Master Plan and Design Guidelines (October 2009), accessed at http://www.manitowoc.org/DocumentCenter/Home/View/881
74 799 F.2d 317, Chicago, Milwaukee, St. Paul and Pacific Railroad Company et al v. United States of America and Interstate Commerce Commission, Respondents, Decided Aug. 20, 1986, accessed at https://bulk.resource.org/courts.gov/c/F2/799/799.F2d.317.85-1953.85-2122.85-1573.85-2123.85-1683.html
75 “Wisconsin Central,” Pacific Rail News, January 1988.
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76 Minnesota Historical Society, Soo Line Railroad Company – Overview and Historical Note, accessed at http://www.mnhs.org/library/findaids/00343.xml
77 James Lydon, History of the Soo Line, accessed at http://www.pchswi.org/rrweb/wiscentral/lyden/chap28.html
78 112 F.3d 881, Wisconsin Central Ltd. V. Surface Transportation Board, no. 95-3728, US Court of Appeals, decided April 30, 1997. https://bulk.resource.org/courts.gov/c/F3/112/112.F3d.881.95-3728.html
79 Statistics of Regional and Local Railroads. Economic and Finance Dept., Association of American Railroads, 1988.
80 Ralph O. Gunderson and J. Scott McDonald, Wisconsin Railroads: Success in the Heartland; UW-Oshkosh, Sept. 1991..
81 Ibid.
82 Greg McDonnell, Heartland, Stoddard Publishing, 1993.
83 Statistics of Regional and Local Railroads. Economic and Finance Dept., Association of American Railroads, 1988.
84 Ralph O. Gunderson and J. Scott McDonald, Wisconsin Railroads: Success in the Heartland; UW-Oshkosh, Sept. 1991.
85 John Leopard and Andrew S. Nelson, “FRVR + GB&W = Fox Valley & Western,” Pacific RailNews, June 1994, accessed at http://www.trainlife.com/magazines/pages/335/24822/june-1994-page-16
86 Wisconsin Dept. of Transportation, Draft State Rail Plan 2030, Chapter 3: http://www.dot.wisconsin.gov/projects/state/docs/railplan-chapter3.pdf
87 Surface Transportation Board Decision – STB Finance Docket No. 33290, January24, 1997, accessed at http://www.stb.dot.gov/decisions/readingroom.nsf/83fd59cf17adc80785256559007ba132/d769fb1cc77a7e25852565 4800782265?OpenDocument
88 “CSX Joins the ‘Superior Connection,’”Railway Age, May 1, 1996, summary accessed at http://www.highbeam.com/doc/1G1-18313829.html
89 Stephen Franklin, “Illinois Central Goes To Canadian National Railway,” Chicago Tribune, February 11, 1998 http://articles.chicagotribune.com/1998-02-11/business/9802110374_1_railroad-mergers-canadian-national-railway- canadian-firm
90 “Canadian Railway to Buy Wisconsin Central,” New York Times, January 31, 2001, http://www.nytimes.com/2001/01/31/business/company-news-canadian-railway-to-buy-wisconsin-central.html
91 Wisconsin Dept. of Transportation, Draft State Rail Plan 2030, Chapter 3: http://www.dot.wisconsin.gov/projects/state/docs/railplan-chapter3.pdf
92 Mischa Wanek-Libman, “Building the Energy Boom,” Railway Track & Structures, June 10, 2013; http://www.rtands.com/index.php/freight/class-1/building-the-energy-boom.html?channel=275
93 “Trains back in action on old railroad tracks,” WQOW-TV, December 18, 2012, accessed at http://www.wgem.com/story/20377008/2012/12/18/trains-back-in-action-on-old-railroad-tracks
Wisconsin Northwoods Freight Rail Market Study Page N1-5
94 Wikipedia excerpt of Interstate Commerce Commission Reports, Vol. 103, 1926, accessed at: http://en.wikipedia.org/wiki/Wikipedia:WikiProject_Trains/ICC_valuations/Marinette,_Tomahawk_and_Western_R ailroad
95 Tim Sasse, “Lumber Railroads of Wisconsin – Lincoln County,” accessed at http://www.rootsweb.ancestry.com/~wilincol/railroads.htm
96 1932 Moody’s Manual of Steam Railroads, as cited at http://donsdepot.donrossgroup.net/dr080.htm
97 “Short Feud-Born Railroad Thrives,” Sarasota Herald-Tribune, Feb. 12, 1956, p. 35; accessed at http://news.google.com/newspapers?nid=A7-hzOuI2KQC&dat=19560212&printsec=frontpage&hl=en
98 Statistics of Regional and Local Railroads. Economic and Finance Dept., Association of American Railroads, 1988.
99 Edward A. Lewis, American Shortline Railway Guide, 5th Ed., 1996, Accessed at http://books.google.com/books?id=3i6K_Nf9e2EC&printsec=frontcover#v=onepage&q&f=false
100 STB Finance Docket No. 33358, Decided May 21, 1997, accessed at http://www.stb.dot.gov/decisions/readingroom.nsf/UNID/7FACCAE0625F37EA8525654100703622/$file/21701.pd f
101 Genesee & Wyoming’s Tomahawk Railway web page, accessed at http://www.gwrr.com/operations/railroads/north_america/tomahawk_railway.be#ContactInformation
102 Joe Piersen, “Chicago St. Paul Minneapolis & Omaha – A Capsule History,” Chicago & North Western Historical Society; accessed at http://www.cnwhs.org/ch_cnw.htm
103 Wisconsin’s Railroads, Part I. WisDOT Division of Planning, March 1974.
104 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985, accessed at http://www.mcmillanlibrary.org/rosholt/trains-of-wi/
105 “The Iron Riches of Michigan’s Upper Peninsula,” Donna Stiffler, Michigan Department of Natural Resources, accessed at http://www.michigan.gov/dnr/0,4570,7-153-54463_18670_18793-53100--,00.html
106 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985
107 James P. Kaysen; The Railroads of Wisconsin, 1827-1937. The Railway and Locomotive Historical Society, 1937. Online facsimile at http://www.wisconsinhistory.org/turningpoints/search.asp?id=63
108 Official Railroad Map of Wisconsin, 1900, accessed at http://memory.loc.gov/cgi-bin/map_item.pl
109 James P. Kaysen, The Railroads of Wisconsin, 1827-1937.
110 Ibid.
111 Official Railroad Map of Wisconsin, 1908, accessed at http://collections.lib.uwm.edu/cdm/singleitem/collection/agdm/id/52/rec/19
112 Joe Follmar, Connie Francart, and Al Vanderpoel, “The Laona Line,” Northwestern Line Magazine, Summer 1991; excerpted and accessed at http://www.laonahistory.com/TheLaonaLine1991.html
113 1943 C.S. Hammond Map, accessed at http://wiroots.org/maps/wi_rr_1943.jpg
Wisconsin Northwoods Freight Rail Market Study Page N1-6
114 1948 Handy Railroad Atlas of the United States, Rand McNally & Co.; republished by Kalmbach Publishing.
115 “The Laona Line,” Northwestern Line Magazine, Summer 1991.
116 Donna Stiffler, “The Iron Riches of Michigan’s Upper Peninsula,” Michigan Department of Natural Resources, accessed at http://www.michigan.gov/dnr/0,4570,7-153-54463_18670_18793-53100--,00.html
117 Joe Piersen, “Chicago St. Paul Minneapolis & Omaha – A Capsule History,” Chicago & North Western Historical Society; http://www.cnwhs.org/ch_spmo.htm
118 Wisconsin’s Railroads, Part I. WisDOT Division of Planning, March 1974,
119 Janet Krokson, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW;” Spooner-Wisconsin Train Times, a publication of the Spooner Advocate, 1999. Accessed at http://www.kohlin.com/soo/omahahis.htm
120 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985
121 H. Roger Grant, “Minnesota’s Good Railroad – The Omaha Road,” Minnesota History, Winter 2000-2001
122 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985
123 1923 Railroad Map of Wisconsin, Railroad Commission of Wisconsin; as published by Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985.
124 Wisconsin Historical Society (web page) – National Registry of Historic Places listings, entry for Soo Line locomotive 2442, http://www.wisconsinhistory.org/hp/register/viewSummary.asp?refnum=09000310
125 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985.
126 H. Roger Grant, “Minnesota’s Good Railroad – The Omaha Road,” Minnesota History, Winter 2000-2001.
127 Joe Piersen, “Chicago St. Paul Minneapolis & Omaha – A Capsule History,” Chicago & North Western Historical Society, http://www.cnwhs.org/ch_spmo.htm
128 Ron Kohlin, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW,” accessed at: http://www.kohlin.com/soo/omahahis.htm
129 H. Roger Grant, “Minnesota’s Good Railroad – The Omaha Road,” Minnesota History, Winter 2000-2001.
130 Joe Piersen, “Chicago St. Paul Minneapolis & Omaha – A Capsule History;” Chicago & North Western Historical Society.
131 Ron Kohlin, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW.”
132 “Rail Service in Northern Wisconsin: A Reconnaissance Study,” Upper Great Lakes Regional Commission, Fall 1974.
133 Ron Kohlin, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW.”
134 Keith A. Meacham, “I Remember: The Chicago & North Western in Marshfield, 1967-1982,” (oral history), Portage County Historical Society: http://www.pchswi.org/rrweb/misc_articles/cnw19671982.html
Wisconsin Northwoods Freight Rail Market Study Page N1-7
135 Ron Kohlin, “Railroad Timetable: a TimeLine History of The Omaha Road – A Predecessor of the C&NW.”
136 Lawrence C. Lohmann, “From North Woods, tale of the little railroad that could,” Milwaukee Journal, November 29, 1983, Pt.2, p. 12, accessed at http://news.google.com/newspapers?nid=jvrRlaHg2sAC&dat=19831128&printsec=frontpage&hl=en
137 Larry Van Goethem, “Short Line Links Nicolet to the World,” Milwaukee Sentinel, September 20, 1984, Page 1, Part 3, accessed at http://news.google.com/newspapers?nid=wZJMF1LD7PcC&dat=19840920&printsec=frontpage&hl=en
138 Edward A. Lewis, American Shortline Railway Guide, 5th Ed., 1996, Accessed at http://books.google.com/books?id=3i6K_Nf9e2EC&printsec=frontcover#v=onepage&q&f=false
139 Camp 5 Museum/Lumberjack Steam Train web site, http://www.camp5museum.org/
140 Statistics of Regional and Local Railroads; Economic and Finance Dept., Association of American Railroads, 1988.
141 Surface Transportation Board Decision 29296, decided June 15, 1998, accessed at http://www.stb.dot.gov/decisions/readingroom.nsf/83fd59cf17adc80785256559007ba132/12e73d6d73cc442685256 625003c9c89?OpenDocument
142 John Leopard and Andrew S. Nelson, “FRVR + GB&W = Fox Valley & Western,” Pacific RailNews, June 1994, accessed at http://www.trainlife.com/magazines/pages/335/24822/june-1994-page-16
143 Barnaby J. Feder, “Union Pacific to Buy Chicago and North Western,” New York Times, March 11, 1995. http://www.nytimes.com/1995/03/11/business/company-news-union-pacific-to-buy-chicago-and-north-western.html
144 Tom Murray, Chicago and North Western Railway, 2008, P. 113. Page preview at Google Books.
145 STB Docket Number AB 33 114 X, dated January 11, 1999: http://www.stb.dot.gov/decisions/readingroom.nsf/UNID/98C502D992B9030C852566F6005B7430/$file/29942.pdf
146 Washburn County Comprehensive Plan – Chapter 3, Transportation Element, Preliminary Final Draft, November 1994: http://www.co.washburn.wi.us/countyinfo/comprehensiveplanning/plannarrative/Element3-Transportation.pdf
147 STB Docket Number FD 33947: http://www.stb.dot.gov/decisions/readingroom.nsf/UNID/5E221CAB472A8A6C8525697D0072F0A9/$file/31384.p df
148 Chippewa County Resolution 75-01, accessed at http://gis.co.chippewa.wi.us/minutes/County%20Board/rail.htm
149 Mark Gunderman, “Boomtowns on the rail line,” Chippewa Valley Business Report, January 25, 2005, accessed at http://www.chippewavalleybusinessreport.com/articles/2011/03/17/news-winter05/05rail1.txt
150 “Barron to Almena rail ideas aired,” Rice Lake Chronotype, May 5, 2011, accessed at http://www.ricelakeonline.com/main.asp?FromHome=1&TypeID=1&ArticleID=21692&SectionID=6&SubSectionI D=208
151 “Rail authority in final steps of land deal,” Rice Lake Chronotype, April 16, 2009, accessed at http://www.ricelakeonline.com/main.asp?SectionID=6&SubSectionID=64&ArticleID=17126&TM=33204.01
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152 Chippewa County Resolution 2-10, January 12, 2010, accessed at http://205.213.167.200/Minutes/2010/County%20Board%202010/Resolution%202-10.pdf
153 “Local railroad work on hold,” Rice Lake Chronotype, September 23, 2010, accessed at http://www.ricelakeonline.com/main.asp?SectionID=32&SubSectionID=113&ArticleID=20445
154 STB Decision Docket FD 35617, Decided May 1, 2012, accessed at http://www.stb.dot.gov/decisions/readingroom.nsf/UNID/0702D674E5C14F0C852579F1006FA0B6/$file/42351.pd f
155 Chris Vetter, “Sand boom ending rail authority, saving Chippewa County $800,000,” Eau Claire Leader- Telegram, June 12, 2012, accessed at http://www.leadertelegram.com/news/daily_updates/article_9c3c7176-b4fc- 11e1-819a-001a4bcf887a.html
156 STB Docket No. AB 1101X, Decided July 19, 2012, accessed at http://docs.regulations.justia.com/entries/2012- 07-25/2012-18128.pdf
157 “CN to invest $35 million in Wisconsin to serve Superior Silica Sands frac sand plant and other producers in future,” Canadian National web site, August 13, 2012, accessed at http://www.cn.ca/en/news/2012/08/media_news_invest_wisconsin_frac_20120813
158 Adam Belz, “N.D. oil boom gives railroads new life in Minnesota, Wisconsin,” Minneapolis Star Tribune, August 18, 2012, accessed at http://www.startribune.com/business/166656556.html
159 “The right thing to do,” Rice Lake Chronotype, August 22, 2012, accessed at http://www.ricelakeonline.com/main.asp?SectionID=9&SubSectionID=211&ArticleID=24332
160 “Union Pacific in Wisconsin – Fast Facts 2012,” Union Pacific Railroad web site; http://www.up.com/cs/groups/public/documents/up_pdf_nativedocs/pdf_wisconsin_usguide.pdf
161 “The Milwaukee Road: A Brief History…” Chicago, Milwaukee, St. Paul, & Pacific Railroad Company, 1968: http://www.oldmilwaukeeroad.com/content/brief/doc.htm
162 Wisconsin’s Railroads, Part I. WisDOT Division of Planning, March 1974.
163 “The Milwaukee Road: A Brief History…” Chicago, Milwaukee, St. Paul, & Pacific Railroad Company, 1968.
164 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985.
165 Ibid (from reproduction of map showing build-out and abandonments of the CM&St.P, submitted in 1927 Bankruptcy Court filing).
166 1948 Handy Railroad Atlas of the United States, Rand McNally & Co.; republished by Kalmbach Publishing.
167 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985 (featuring reproduction of map showing build-out and abandonments of the CM&St.P, submitted in 1927 Bankruptcy Court filing).
168 Malcolm Rosholt, Trains of Wisconsin, Rosholt House, 1985.
169 Ibid (from reproduction of map showing build-out and abandonments of the CM&St.P, submitted in 1927 Bankruptcy Court filing).
170 “The Milwaukee Road: A Brief History…” Chicago, Milwaukee, St. Paul, & Pacific Railroad Company, 1968.
Wisconsin Northwoods Freight Rail Market Study Page N1-9
171 Todd R. Jones, “Milwaukee Road in the 70’s: What really happened?” TrainWeb, 2000. http://www.trainweb.org/milwaukee/article.html
172 Ralph O. Gunderson and J. Scott McDonald, Wisconsin Railroads: Success in the Heartland; UW-Oshkosh, Sept. 1991.
173 Escanaba & Lake Superior Railroad web site, http://www.elsrr.com/
174 Carol Jouzaitis, “Soo Closes $570 Million Purchase of Milwaukee,” Chicago Tribune, February 21, 1985. http://articles.chicagotribune.com/1985-02-21/business/8501100743_1_soo-line-milwaukee-road-chicago- milwaukee
175 Fundinguniverse.com Corporate History of Wisconsin Central, http://www.fundinguniverse.com/company-histories/wisconsin-central-transportation-corporation-history/
176Wisconsin Railroads 2013 (map), Wisconsin Department of Transportation Bureau of Planning and Economic Development.
177 William Duchaine, “History of Escanaba & Lake Superior Railroad,” Escanaba Daily Press, December 27,1950, posted at the Escanaba& Lake Superior web site: http://www.elsrr.com/ELS%20History.htm
178 784 F.2d 831, No. 85-1785, US Court of Appeals, Decided Feb. 27, 1986: https://bulk.resource.org/courts.gov/c/F2/784/784.F2d.831.85-1785.html
179 Statistics of Regional and Local Railroads; Economic and Finance Dept., Association of American Railroads, 1988.
180 Escanaba & Lake Superior web site, http://www.elsrr.com/ELSRR%20system%20map%204-22-10.pdf
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Wisconsin Department of Transportation Bureau of Planning and Economic Development Dennis Leong, Chief of Economic Development 4802 Sheboygan Avenue, Room 901 P. O. Box 7913 Madison, WI 53707-7913